Engine Summary Engine Summary
SH200
Engine Summary Main Data Table (changes from model 3) CX210B (Tier 3) (Exhaustgas third regulation) Engine model name
CX210 (Tier 2) (Exhaust gas second regulation)
-
Isuzu 4HK1
CASE 6TAA-5904
Model
-
4-cycle, water cooled, overhead camshaft, vertical in-line, direct injection type
4-cycle, water cooled, overhead valve, vertical in-line, direct injection type
Dry weight
lb (kg)
1, 58 lb (480)
?
Displacement
in³ (cc)
317 (5193)
360 (5900)
Number of cylinders bore X stroke
in (mm)
4-4.53 X 4.92 (4-115 X 125)
6 - 4.02 X 4.72 (6 - 102 X 120)
Compression ratio
-
17.5
18.0
Rated output
-
157 hp / 1800 rpm (117 kW / 1800 rpm)
148 hp / 1950 rpm (110.0 kW / 1950) rpm
Maximum torque
Nm / rpm
463 lb ft / 1500 rpm (628 Nm / 1500 rpm)
450 lb ft / 1400 rpm (610 Nm / 1400 rpm)
No load maximum speed
rpm
1800
1950
No load minimum speed (idling)
rpm
1000
900
Rated fuel consumption ratio
g / kW•hr
229.3 max
max
Fuel unit
-
HP3 model common rail from Denso Corp.
CDC
Control device
-
ECM made by Transtron Inc.
CDC
Cooling fan
-
7N suction φ 65 650 plastic
7N suction φ 600 plastic
Bell mouth type fan guide
-
Yes
Yes
Fan belt
-
Drive by one V-rib belt
Drive by two B-model V belts
Alternator
-
50 A-24 V, made by Nikko Electric
50 A -24 V, made by Mitsubishi Electric Corp.
Starter
-
5.0 kW-24 V, made by Nikko Electric
4.5 kW-24 V, made by Nikko Electric
Turbo
-
RHF55 model made by IHI
Preheat unit
-
QOS-II
Manifold grid
Inter cooler
-
Yes
Yes
Fuel cooler
-
Yes
No
Electromagnetic pump
-
Yes
Yes
Fuel filter
-
4 μ main unit remote type with water separator function
20 μ with water separator separator function With engine
Fuel pre-filter
-
10 μ main unit remote type with water separator function
-
Oil filter
-
Remote type
With engine
Oil pan capacity
L
13.0 to 20.5
Oil pan drain cock
-
Yes
No
Page 1 of 53
RST-06-01-001
Engine Summary Overall Appearance Diagram
Page 2 of 53
1
Engine oil fill port
6
EGR cooler
2
Air breather
7
Bell mouth type fan guide
3
Alternator
8
Starter motor
4
Turbo
9
Supply pump (SCV)
5
EGR valve
10
RST-06-01-001
Common rail
Engine Summary Sensor and Auxiliary Equipment Layout Layout (left)
Page 3 of 53
1
Engine co coolant te temperature se sensor
6
Starter mo motor
2
Boost pressure sensor
7
Oil pressure sensor
3
Common rail pressure sensor
8
Suction control valve (SCV)
4
EGR valve
9
Fuel temperature sensor
5
Boos Boostt temp temper erat atur ure e sens sensor or
RST-06-01-001
Engine Summary Sensor and Auxiliary Equipment Layout Layout (rear)
1
Cran Crank k pos posit itio ion n sen senso sorr
2
Cam posi positi tion on sens sensor or
Engine System Diagram Flow of air and combustion gas Flow of fuel Flow of coolant
In
1
Air cleaner
2
Fuel cooler
8
Engine
14
Fuel main filter
3
Inter cooler
9
Injector
15
Fu F uel tank
4
Radiator
10
Common rail
16
Fuel prefilter
5
Turbo
11
Supply pump
17
Electromagnetic pump
6
Compressor side
12
EGR cooler
Page 4 of 53
7
Turbine side
13
RST-06-01-001
Muffler
Engine Summary Fuel System Diagram
ECM
Sensors Engine coolant, atmospheric pressure, others
1
Electromagnetic pump
6
Flow damper
11
CMP sensor
2
Fuel main filter
7
Fuel prefilter
12
CKP sensor
3
Common rail pressure sensor
8
Supply pump
13
Injector
4
Common rail
9
Fuel cooler
5
Pressure limiter
10
Fuel tank
Page 5 of 53
RST-06-01-001
Engine Summary Detailed Parts Diagrams 1. ECM (engine (engine control control module) module)
Three roles of the ECM [1] The ECM constantly constantly monitors monitors informat information ion sent sent from the the various various sensors sensors and controls controls the power train systems. [2] The ECM execut executes es system function function diagno diagnosis, sis, detects detects problem problems s in system operati operation, on, issues issues trouble alarms to warn the operator and stores the diagnostic trouble code into int o memory. The diagnostic trouble code identifies the area in which the problem occurred and supports repair work by the ser service vice engineer. [3] The ECM puts out out 5 V and other other voltage voltages s to supply supply power power to the the various various sensors sensors and switches. The ECM controls output circuits by controlling ground or power supply circuits via one device or another.
Page 6 of 53
RST-06-01-001
Engine Summary 2. Supply Supply Pump / SCV (suction control control valve) valve)
1
Fuel Fuel tem tempe pera ratu ture re sen senso sorr
2
SCV SCV (su (suct ctio ion n con contr trol ol valv valve) e)
3
Feed pu pump
Supply pump The supply pump uses the force of the engine rotation to raise the fuel pressure and send it to the common rail.The SCV, SCV, fuel temperature t emperature sensor, and feed pump are installed on the supply pump. SCV (suction control valve) The SCV is installed on the supply pump and controls the sending of fuel to the common rail under pressure (discharge amount). The ECM controls the time during which power is on to the SCV and controls the fuel discharge amount.
3. Common Common Rail / Flow Damper Damper
1
Flow damper
2
Common ra rail
[1] [1] Comm mmo on rail The common rail receives the fuel from the supply pump, holds the common rail (fuel) pressure, and distributes the fuel to each cylinder. The common rail pressure sensor, flow dampers, and pressure limiter are installed on the common rail. [2] [2] Flow damper The flow dampers are installed on the discharge port of each injector of the common rail. They suppress pressure pulses in the common rail and prevent excess fuel injection from the injectors. When a flow damper operates, the fuel supply to the injector stops.
Page 7 of 53
RST-06-01-001
Engine Summary 4. Common Common Rail Pressure Pressure Sensor Sensor / Pressure Limiter Limiter
1
Comm Common on rail rail pres pressu sure re sens sensor or
2
Pres Pressu sure re limi limite terr
[1] [1] Commo Common n rail rail pre pressu ssure re sen senso sorr Sends the pressure inside the common rail to the ECM as a voltage signal. From the signal sent, the ECM calculates the actual common rail pressure (fuel pressure) and uses this for fuel injection control. [2] [2] Pres Pressu sure re limi limite terr If the pressure in the common rail becomes abnormally high, the pressure limiter relieves the pressure, and excess fuel is returned to the tank.
5. Inje Inject ctor or
The injectors are installed on the cylinder head sections. They are controlled from the ECM and inject fuel. The injector drive voltage is boosted (to 118 V) inside the ECM and applied to the injectors. By controlling the time this power to the injectors is on, the ECM controls the fuel injection, injection timing, etc.
Page 8 of 53
RST-06-01-001
Engine Summary 6. Engine Coolant Temperature Temperature Sensor
The engine coolant temperature sensor is installed on the engine block. The resistance of its thermistor varies with the temperature. The resistance is low when the engine coolant temperature is high and high when the coolant temperature is low. low. From the ECM voltage variation, the ECM calculates calc ulates the engine coolant temperature and uses this for fuel injection control etc.
7. Engine Engine Oil Pressure Pressure Sensor Sensor
The engine oil pressure sensor is installed near the cylinder block starter motor. It detects the engine oil pressure, converts this pressure into an electrical signal, and sends that signal to the ECM.
Page 9 of 53
RST-06-01-001
Engine Summary 8. Cam P Positio osition n Sensor (CMP (CMP sensor) sensor)
This sensor sends a signal to the ECM when the engine camshaft cam section passes this sensor. The ECM identifies the cylinders through this sensor input, determines the crank angle, and uses this information to control the fuel injection and to calculate the engine speed. The CMP sensor also provides a back-up function in case of trouble in the CKP sensor. However, if there is trouble in the CMP sensor system, s ystem, there is no change c hange in the behavior while the engine runs, but after it stops, the engine cannot start.
9. Crank Crank Position Position Sensor Sensor (CKP sensor)
This sensor sends a signal to the ECM when the projection section of the engine flywheel passes this sensor. The ECM identifies the cylinders through this sensor input, determines the crank angle, and uses this information to control the fuel injection and to calculate the engine speed. In case of trouble in the t he CKP sensor, the CMP sensor provides a back-up function. funct ion.
Page 10 of 53
RST-06-01-001
Engine Summary 10.Atmospheric Pressure Sensor
The atmospheric pressure sensor is installed in the cab. The ECM converts the atmospheric pressure into an electric signal and calculates the atmospheric atmospher ic pressure from this voltage signal and corrects the fuel injection quantity according to the atmospheric pressure.
11.Suction Air Temperature Sensor
The suction air temperature sensor is installed midway through the suction air duct. It detects the suction air temperature in order to optimize the fuel injection quantity.
Page 11 of 53
RST-06-01-001
Engine Summary 12.Boost Pressure Sensor
The boost pressure sensor uses a pressure hose between the boost pressure sensor and intake pipe to detect the boost (suction air pressure), converts this pressure into an electrical signal, and sends that signal to the ECM.
13.Boost Temperature Sensor
The boost temperature sensor is installed on the upstream side of the EGR valve of the intake manifold. This sensor is the thermistor type. The internal resistance of the sensor changes with the temperature.
Page 12 of 53
RST-06-01-001
Engine Summary 14.Electromagnetic Pump Converting the fuel filter and pre-filter to remote operation increased the distance from the fuel tank to the feed pump. Therefore, this new pump was added to assist in drawing the fuel from the tank and to make it easy to bleed out air during maintenance. This pump always operates when the key switch is ON.
15.EGR Cooler
Coolant inlet
Exhaust gas path
Coolant path (outside of exhaust gas path)
The cooled EGR (cooling unit installed in the path) uses the engine coolant to cool exhaust gas at high temperature (about 700 C) down to (about 200 C), to drop the combustion temperature, and to reduce NOx. °
Page 13 of 53
°
RST-06-01-001
Engine Summary 16.Reed Valve Valve (check valve)
The reed valve is installed between the EGR valve outlet and the inlet manifold. It suppresses EGR gas back flow and allows the EGR gas to only flow in one direction.
17.EGR Valve
The operation of the EGR valve (lift amount) is controlled by signals from the ECM.
Page 14 of 53
Engine Summary Engine Control Summary Electronic control fuel injection system (common rail type) This is a system in which the engine speed, engine load, and other information (signals from many sensors) is acquired by the engine control module module (ECM). Based on this information, the ECM sends electrical electrical signals to the supply pump, injectors and fuel control vales to appropriately control the fuel injection quantity and timing for each cylinder. Injection quantity control To provide the optimum injection quantity, the ECM controls the injectors based on the engine speed and the instructed information from computer A and controls the fuel injection quantity. Injection pressure control The injection pressure is controlled controlled by controlling the fuel pressure pressure in the common rail. The appropriate pressure in the common rail is calculated from the engine speed and fuel injection quantity. quantity. By controlling the supply pump, the pressure in the the common rail is controlled controlled by the amount of fuel sent sent to the common rail. Injection timing control To provide the optimum injection quantity, the ECM controls the timeing of the fuel injection pulses based mainly on the engine speed and the instructed speed from the excavator controller. controller. Injection rate control In order to improve the combustion in the cylinder, at first only a small amount of fuel is injected (pre-injection), the fuel is ignited, then once the fuel has ignited, a second injection (main injection) is carried out.This injection timing and quantity control is possible because of the proportional solenoid valve in the injectors.
Page 15 of 53
Explanation of Engine Terms Function Explanation Table Name
Function
1
Common rail
Receives the high-pressure fuel sent under pressure from the supply pump, holds the fuel pressure, and distributes the fuel to each injector.
2
Pressure lim limit iteer (common rail component part)
Operates to allow pressure within the common rail to escape if the pressure in the common rail becomes abnormally high.
3
Flow damper (common rail component part)
Installed on the discharge port of each injector. Suppress pressure pulses in the common rail and prevent fuel supply to the injectors when there is pipe damage.
4
Comm Common on rail rail press pressur uree sens sensor or (common rail component part)
Detects the pressure inside the common rail, converts it to a voltage, and sends that voltage to the ECM.
5
Injector
Controlled by the ECM and injects the fuel.
6
Supply pump
Raise the fuel pressure and send it under pressure to the common rail by using the force of the engine rotation.
7
SCV SCV (suc (sucti tion on con contr trol ol val valve ve)) (supply pump component part)
Controls the fuel pressure (discharge quantity) sent to the common rail. The ECM controls the time during which power is on to the SCV to increase or decrease the amount of fuel discharged.
8
Fuel Fuel temp temper erat atur uree sen senso sor r (supply pump component part)
Detects the fuel temperature and sends it to the ECM. Used for supply pump control etc.
9
EGR (Exhaust Gas Recirculation)
Recirculates part of the exhaust gas in the intake manifold and mixes the EGR gas with the suction air to reduce the combustion temperature and reduce NOx.
10 EGR valve (EGR position sensor)
The EGR valve operation (open and close) timing and the lift amount are controlled by signals from the ECM. (The valve lift amount is detected by the EGR position sensor)
11 EGR cooler
Cools the high-temperature EGR gas by using the engine coolant.
12 Reed valve
Increases the amount of EGR by suppressing back flow of the EGR gas and letting it flow only in one direction.
13 ECM (engine control module)
Constantly monitors the information from each sensor and controls the engine system.
14 QOS (quick on start system)
Determines the glow time according to the engine coolant temperature, operates the glow relay, and makes starting at low temperatures easy and also reduces white smoke and noise immediately after the engine starts.
15 CKP sensor (crank position sensor)
Sends a signal to the ECM when the projection section of the engine flywheel passes this sensor. sensor. The ECM identifies the cylinders through this sensor input, determines the crank angle, and uses this information to control the fuel injection and to calculate the engine speed. In case of trouble in t he CKP sensor, the CMP sensor provides a back-up function.
16 Oil pressure sensor
Detects the engine oil pressure and sends it to the ECM. Used for oil pressure drop alarms etc.
17 Engi Engine ne coo coola lant nt tem tempe pera ratu ture re sen senso sorr
Dete Detect ctss the the engi engine ne coo coola lant nt tem tempe pera ratu ture re and and sen sends ds it it to the the ECM ECM.. Used for fuel injection control, QOS control, etc.
Page 16 of 53
Explanation of Engine Terms Name
Function
18 CMP se sensor (cam position sensor)
Sends a signal to the ECM when the engine camshaft cam section passes this sensor. The ECM identifies the cylinders through this sensor input, determines the crank angle, and uses this information to control the fuel injection and to calculate the engine speed. Also provides a back-up function in case of trouble in the CKP sensor. However, if there is trouble in the CMP sensor system, there is no change in the behavior while the engine turns, but after it stops, restarting is difficult.
19 Atmo Atmosp sphe heri ric c pre press ssur ure e sen senso sorr
Dete Detect cts s the the atmo atmosp sphe heri ric c pre press ssur ure e and and send sends s itit to to the the EC ECM. M. The The inj injec ec-tion quantity is corrected according to the atmospheric pressure.
20 Suct Suctio ion n air air ttem empe pera ratu ture re sen senso sorr
Dete Detect cts s the the suct suctio ion n air air temp temper erat atur ure e and and send sends s itit to to the the EC ECM. M. Opti Optimi mize zes s the fuel injection quantity.
21 Boost pressure sensor
Detects th the bo boost (s (suction ai air pr pressure) in inside th the in intake pi pipe an and sends it to the ECM. Used to control fuel injection with the boost pressure.
22 Boo Boost tem temper peratur ature e senso ensorr
Detec etectts the the boos boostt tem empe perratur ture a and nd send ends itit to the the ECM CM.. Used Used for fuel uel injection control etc.
Page 17 of 53
RST-06-02-001
Explanation of Engine Structure Explanation of Engine Structure
SH200
Explanation of Engine Structure Technology for Exhaust Gases 1. Com Common mon Rail Rail System System
High-pressure fuel is accumulated for all cylinders and fed uniformly to each injector.
ECM Open / close signal
Electronic control system
These are detected by sensors.
Engine speed Engine load ratio Boost pressure Common rail pressure Atmospheric pressure Coolant temperature
The fuel injection pressure, injection timing, and injection quantity are controlled electronically to attain ideal combustion.
1
Page 18 of 53
18
Supply pump
2
Common ra rail
3
Injector
4
Fuel tank
RST-06-03-001 1
Explanation of Engine Structure 2. Multi-Stage Fuel Injection Injection (multiple injection) Conventional type injection
Common rail models (pre-injection)
Start of injection
With conventional models, there is the no-injection state, s tate, but with common rail models, pre-injection is started and ignition starts. Conventional type injection
Common rail models (main injection start)
Ignition
Conventional models start injection at this point in time, but common rail models have already ignited with pre-injection and now start the second injection (main injection). Page 19 of 53
RST-06-03-001
19 2
Explanation of Engine Structure Conventional type injection Combustion
Common rail models (main injection)
Common rail models divide the high-pressure fuel injection over many times to make it possible to create a uniform, complete combustion state in the combustion chamber and also to reduce the engine noise and vibration.
Page 20 of 53
20
RST-06-03-001 3
Explanation of Engine Structure 3. Inter Inter Coo Cooler ler Air cooled and brought to high-density (to engine)
Outside air
Suction air
Air that has been compressed and become hot
Exhaust gas
Turbo charger
By cooling intake air that had reached high temperature due to turbo-charging, the air density rises and the charging efficiency rises. This raises the engine fuel efficiency and improves fuel efficiency (CO / CO2 reduction) and also has the effect of lowering the combustion temperature temperature that reduces NOX.
Page 21 of 53
RST-06-03-001
1
Inter cooler
2
Radiator
3
Engine
Explanation of Engine Structure 4. EGR (exhaus (exhaustt gas recirculati recirculation) on) Cool Co olan antt out out Co Cool olan antt in
Exhaust gas
ECM
Suction air
1
EGR cooler
6
Boost pressure sensor
2
Reed valve
7
Suction air temperature sensor
3
EGR valve
8
Engine speed
4
EGR position sensor
9
Engine coolant temperature
5
Boost temperature sensor
10
Engine load
EGR (exhaust gas recirculation) EGR system is an abbreviation for "exhaust gas recirculation" system. The EGR system recirculates part of the exhaust gas in the intake manifold and mixes inactive gases with the suction air to reduce the combustion temperature and suppress the generation of nitrogen oxides (NOx).The EGR quantity is controlled by the operation (opening and closing) of the EGR valve, which is installed between the exhaust manifold and the intake manifold. The ERG quantity is determined from the engine speed and engine load rate (fuel injection quantity) and the EGR amount is controlled.A cooling device (EGR cooler) is installed in the EGR gas path to cool the hightemperature EGR gas with this EGR cooler. This cooled EGR gas is mixed with new air intake to make the combustion temperature lower than with normal EGR, which contributes to the reduction of NOx. (Cooled EGR) Furthermore, a reed valve is used in the EGR system to suppress EGR gas back flow and allow the EGR gas to only flow in one direction.
Page 22 of 53
Explanation of Engine Structure
. c t e d a o l e n i g n E
No EGR control during idling Engine speed
The ECM operates the motor according to such engine states as the speed and load and controls the EGR valve lift amount. The valve lift amount is detected by the EGR position sensor. The sections shown in darker color in the diagram have larger valve valve lift amount. The darkest color indicates a lift amount near 100%.
Page 23 of 53
RST-06-03-001
Explanation of Engine Operation Explanation of Engine Operation
SH200
Explanation of Engine Operation Engine Overall 1. Comparison Comparison of of 6BG1 and 4HK1 4HK1 2 valves OHV
6BG1
6B engine
4HK1
1
Liner chrome plating roughness 5
6
2
Cam flat tappet
7
Liner phosphate film roughness 3 (reduced oil consumption) Overhead cam (high-rigidity cylinder head)
3
Crank / journal pin diameter
8
High High-r -rig igid idit ity y cyli cylind nder er
4
Rol le ler ro rocker (increases ability of lubricant to withstand wear)
9
Block Block & ladder ladder fram frame e (high (high rigidi rigidity ty,, high high output output))
5
4 valves (combustion improvement, high output, high rigidity)
10
Crank / journal pin diameter (high output)
80 /
64
80 /
73
4H engine
1
Bear Bearin ing g cap cap stru struct ctur ure e
2
Ladd Ladder er fra frame me str struc uctu ture re
With the ladder frame structure, the crank shaft bearing is supported as one piece by the frame. (increased engine rigidity and reduced noise) Page 24 of 53
RST-06-04-001
Explanation of Engine Operation Fuel Unit 1. Common Common Rail Rail System System Summary Summary
Common rail system
High pressure injection Pressure control
Fuel injection rate control
Timing flexibility
Pilot injection r e t t a m e t a l u c i t r a P
x O N
Injection pressure
e r u s s e r p n o i t c e j n I
Common rail system
Conventional pump Pump speed
Conve ven ntional fu fuel in inject ctio ion n pu pump
o i t a r n o i t c e j n i l e u F
Split injection
Crank angle
e r u s s e r p n o i t c e j n I
Common rail system
Conventional pump Pump speed
Common ra rail ty type hi high-p -prress ssu ure fuel in inje jecction sys systtem
n o i t c e j n i f o t r a t S
Image diagram
k a e p n o i t c e j n I
Conventional model
Common rail
The common rail system pressurizes the fuel to high pressure and injects the fuel mist widely into the cylinder to increase the surface of contact with the air and improve the combustion state.
Page 25 of 53
RST-06-04-001
Explanation of Engine Operation Relationship between ECM and sensor actuators Engine control module Sensor
Actuator
Throttle signal
Injection quantity control Injection timing control
Engine speed
Cylinder identification signal
E C M
Correction signal Injection pressure control
1
Throttle volume (computer A)
5
Injector
2 3
Crank shaft position sensor
6
Common rail pressure sensor
Camshaft position sensor
7
Supply pump
4
Other sensors
8
EGR valve
2. Change Points Points for Injection Method (governor, (governor, common rail) Inline type
Common rail system
Fluctuating high pressure System
Constant high pressure
Injection quantity adjustment
Pump (governor)
ECM, injector
Injection timing adjustment
Pump (timer)
ECM, injector
Pressure boost
Pump
Supply pump
Distribution method
Pump
Common rail
Injection presAccording to engine speed and injection Supply pump (SCV) sure adjustment quantity
Page 26 of 53
1
P i pe
5
Nozzle
2
Timer
6
Common rail
3
Supply pump
7
Injector
4
Governor
RST-06-04-001
Explanation of Engine Operation 3. Explanatio Explanation n of Injector Injector Operation Operation (1)When there is no signal from the ECM (state before injection) The outer valve in the injector is pushed down by the force of the spring A and seals the fuel into the control chamber c hamber.. The hydraulic piston and spring B are pushed down by the fuel in the control chamber and the nozzle is in the closed state. No signal
Return Common rail 1
Outer va valve
2
Orifice 1
3
Orifice 2
4
Hydr ydrauli aulic c pist piston on
5
Spring A
6
Inner va valve
7
Control c ha hamb er er
8
Spring B
9
Nozzle
(2)When there is a signal from the ECM When the signal from the ECM passes power through the injector solenoid, the outer valve compresses the spring A and moves it up. The outer valve opening allows the fuel in the control chamber to return to the tank via the return line. Signal input
Return Common rail
Page 27 of 53
RST-06-04-001
1
Outer va valve
2
Orifice 1
3
Orifice 2
4
Hydr ydrauli aulic c pist piston on
5
Solenoid
6
Spring A
7
Inner va valve
8
Control c ha hamb er er
9
Nozzle
10
Val ve ve op op en en
Explanation of Engine Operation (3)Injection start state The pressure difference between the control and the nozzle chamber, which is caused by the control chamber opening to return line, opens the nozzle, then fuel is injected. Start of injection
Return Common rail
Pressure difference generated
1
Outer va valve
2
Orifice 1
3
Orifice 2
4
Hydr ydrauli aulic c pist piston on
5
Inner va valve
6
Control c ha hamb er er
7
Spring B
8
Nozzle
(4)When the signal from the ECM is cut off Because the power to the injector solenoid is cut off, the outer valve is pushed back down by the force of the spring A and the outer valve closes the return line path. Signal stop
Return Common rail
Page 28 of 53
RST-06-04-001
1
Outer va valve
2
Orifice 1
3
Orifice 2
4
Hydr ydrauli aulic c pist piston on
5
Solenoid
6
Spring A
7
Inner va valve
8
Valve close
9
Nozzle
Explanation of Engine Operation (5)Injection stop state (injection end) Because the fuel is sealed into the return line, fuel fills the control chamber again. The hydraulic piston and the spring B are compressed down by the filled fuel and the nozzle is closed. This ends the injection. Injection stop
Return Common rail
Page 29 of 53
RST-06-04-001
1
Outer va valve
2
Orifice 1
3
Orifice 2
4
Hydr ydrauli aulic c pist piston on
5
Inner va valve
6
Control c ha hamb er er
7
Spring B
8
Nozzle
Explanation of Engine Operation 4. Explanatio Explanation n of Supply Pump Pump Operation Operation The drive shaft is driven dr iven by the force of engine rotation. The feed pump is turned by the power of the drive shaft and draws up fuel from the fuel tank. The fuel pressurized by the feed pump has feed pressure pulse stabilized by the adjustment valve. Part of this fuel remains at the suction control valve to lubricate the plunger and cam and is returned to the fuel tank via the over flow. The signal from the ECM is input to the suction control valve and the opening stroke varies according to the quantity of power passed through. The quantity of fuel corresponding to the stroke is sent to the suction valve under pressure and is compressed to high pressure at the t he plunger. The fuel raised to high pressure at the plunger is sent under pressure from the delivery valve to the common rail. The fuel temporarily built up in the common rail is distributed distr ibuted to the injectors for each cylinder. cyli nder.
1
Fuel tank
8
Retur n spring
15
Injector
2
Fuel filter
9
Plunger
16
Drive shaft Dr
3
Suction
10
Suction valve
17
Suction pressure
4
Fuel inlet
11
Deliver y valve
18
Feed pressure
5
Feed pump
12
Over flow
19
High pressure
6
Adjusting valve
13
Return
20
Return pressure
7
Suction control valve
14
Common rail
Page 30 of 53
RST-06-04-001
Explanation of Engine Operation 5. Supply Supply Pump Disassemb Disassembly ly Diagram Diagram
1
Suction valve
5
Suction control valve
2
P l un ge r
6
Feed pump
3
Cam ring
7
Fuel temperature sensor
4
Deli ve ver y valve
2 valves OHV
6BG1
Page 31 of 53
4HK1
1
Deliver y valve
6
Plunger
2
Fuel temperature sensor
7
Adju Adjust stin ing g valv alve
3
Feed pump
8
Cam ring
4
SCV (suction control valve)
9
Eccentric ca cam
5
Pump housing
10
Camshaft
RST-06-04-001
Explanation of Engine Operation 6. Explanatio Explanation n of Flow Damper Damper Operation Operation Internal structure diagram
Common rail side
Injector side
1
Piston
2
Ball
3
Spring
[1] [1] When When engi engine ne is stopp stopped ed Common rail side
Injector side
1
Piston
2
Ball
3
Spring
When the engine is stopped, the ball and piston are pressed to the common rail side by the tension of the spring. [2] [2] When When eng engin ine e st start arts s (dam (dampi ping ng)) Common rail side
Injector side
1
Piston
2
Ball
3
Spring
When the engine starts, the fuel pressure from the common rail side is applied and the piston and ball move to the injector side. The fuel pulses (damping) are absorbed by the spring.
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Explanation of Engine Operation [3] [3] Fault aulty y fu fuel el o out utfl flow ow Adhering Common rail side
Injector side
1
Piston
2
Ball
3
Spring
When there is faulty fuel outflow from the injection pipe etc. on the injector side, the injector side pressure drops drastically, so the piston and ball are pushed out by the pressure difference with the common rail side to seal the flow damper with the ball and prevent fuel outflow from the common rail side.
7. Pressu Pressure re Limite Limiterr
200 MPa
Valve open
Valve close
30 MPa
Abnormally high pressure
Common rail pressure
When the pressure within the common rail reaches 200 MPa, for the sake of safety, the pressure limiter opens and returns fuel to the tank. When the pressure drops to 30 MPa, the valve closes to return operation to normal. nor mal.
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Explanation of Engine Operation 8. Cautions Cautions for for Maintena Maintenance nce (1)Cautions concerning fuel used With common rail engines, the supply pump and injector are lubricated by the fuel running through them. Therefore, if any fuel other than diesel is used, this leads to engine trouble, so use of non-specified fuel is strictly prohibited. Please be aware that troubles resulting from the use of non-specified fuel are not covered by the warranty. Specified fuel JIS No. 2 diesel, JIS JI S No. 3 diesel, special No. 3 diesel, or SUMITOMO approval fuel (Please contact to your dealer about details of SUMITOMO Approval fuel.) The parts of the fuel system (injector internal part etc.) and the holes and gaps that form the fuel path are made with extremely high precision Therefore, they are extremely sensitive to foreign matter. matter. Foreign matter in the fuel path can damage it, so use great care to keep out foreign matter. [1] Clean and and care for for the fuel fuel line and its its surrounding surroundings s before before starting other other maintenanc maintenance. e. [2] Those working working on on the fuel line line must must have have hands clean clean of dirt dirt and dust.Wearing dust.Wearing gloves gloves while working is strictly prohibited. [3] After removin removing g fuel hoses hoses and fuel pipes, pipes, always always seal seal the hoses and and pipes by by covering covering the open sections with plastic bags or the like. [4] When replacin replacing g parts, do not not open the packin packing g for the the new parts parts until it is time time to install install them. [5] Do not reuse any gaskets gaskets or or O-rings O-rings.. Replace Replace them them with with new new ones. ones.
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Explanation of Engine Operation • Do not reuse fuel system high-pressure pipes or injector pipes.If they are removed, replace replace them with new parts. • Do not replace a pressure limiter, fuel temperature sensor or flow damper alone.If alone.If there is any problem, replace the common rail assembly and all the fuel pipes. (2)Unreusability of high puressured fuel line.
1
Inje ct ctor pi pe pes
The SCV pump alone cannot be replaced because the fuel temperature sensor is installed inst alled on the pump main unit. Always replace the supply pump assembly. assembly.
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1
Flow damper
3
Fuel temperature sensor
2
Common rail pressure sensor
4
Pressure limiter
RST-06-04-001
Explanation of Engine Operation (3)If there is engine trouble, it is strictly prohibited to judge individual cylinders as OK or NG by starting up the engine and loosening the injection pipes.(Never do this. The high-pressure fuel sprays out dangerously.)
1
Loosen Loosening ing when when engin engine e starts starts stri strictl ctly y prohib prohibited ited
(4)Be careful. High voltage of 118 V or higher is applied to the injectors.Disconnect the batt ery cable ground before replacing injectors.
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RST-06-04-001
1
Injector
2
Inje Injec ctor tor harn harnes ess s
3
Injector nut
Explanation of Engine Operation Explanation of Engine Control 1. Fuel Injectio Injection n Quantity Quantity Correction Correction The ECM calculates the basic injection quantity from the throttle volume boost sensor, CKP sensor, CMP sensor, and other signals. According to the common rail pressure, engine coolant temperature, and other conditions at this time, the ECM controls the SCV and controls the injector energization time to attain optimum injection timing and correct the injection quantity.
2. Starting Starting Q Correc Correctio tion n min-1
The engine starting Q correction is terminated at the idling speed + coolant temperature.).
(+
depends on the
Also, below the system recognition engine speed (30 min-1), the ECM cannot recognize engine rotation, so starting Q correction and engine starting become impossible. * Minimum Minimum engine engine starting speed speed 60 min min-1
3. Pre-Heat Pre-Heat Control Control (QOS quic quick k on start) The ECM determines the glow timing (pre-glow, glow, and after-glow) according to the engine coolant temperature and control the glow relay. relay. The QOS system makes starting at low temperatures easier and reduces white smoke and noise immediately after starting. When the key is switched ON, the ECM detects the coolant temperature with the signal from the engine coolant sensor and varies the glow time to always obtain the optimum starting star ting conditions. Also, the after-glow function makes it possible to stabilize the idling rotation immediately after starting. Also, if there is trouble in the engine coolant temperature sensor system, control assumes a fixed coolant temperature of -20 C for engine starting and 80 C for running. Also, EGR control stops.(Thermostat valve opening temperature 82 C) °
°
°
4. Atmospheric Pressure Pressure Correction Correction (high (high altitude altitude correction) correction) The ECM calculates the current altitude from the atmospheric pressure sensor signals. The ECM controls the SCV and controls the injector power on time to attain optimum fuel flow according to the altitude and other conditions at the time. Also, if there is sensor trouble, control assumes a fixed atmospheric pressure of 80 kPa (equivalent to an altitude of 2000 m) and stops EGR control too. Altitude torque Output due to environmental change
Output due to fuel correction
800
SH240-5
750 ) 700 m 650 N ( e600 u q r 550 o T 500
SH210-5
450 400 0
500
1000
1500
2000
2500
3000
Altitude (m)
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3500
4000
Explanation of Engine Operation 5. Control Control for for Overheati Overheating ng When the engine overheats, in order to protect the engine, if the engine coolant temperature exceed xceeds s 100 100 , fuel fuel fflo low w rest restric ricti tion on is is start started ed.. If the temperature rises further, the fuel flow is further restricted. If engi engine ne coola coolant nt tempe temperat rature ure rises rises to 120 120 , the eng engine ine is stopp stopped. ed. The protection function is started one minute after the engine starts. star ts. (in order to detect a stable coolant temperature) Setting
Judgment time
Engine control
100
-
105
8th on coolant tempereture gradation
110
5 seconds
ECM: Reduced fuel injection quantity Computer A: Idling
120
5 seconds
ECM: Reduced fuel injection quantity Computer A: Engine stopped
Recovery condition -
ECM: Reduced fuel injection quantity Computer A: Normal 7 or lower on coolant temperature scale
Key switched ON after engine stopped
* The protection function does not work if any of the error codes below occurs. 0117 (Coolant temperature sensor abnormally low voltage) 0118 (Coolant temperature sensor abnormally high voltage) 2104 (Faulty CAN bus) 2106 (Faulty CAN time-out) 0090 (CAN communication error)
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Explanation of Engine Operation 6. Control for for Boost Temperature Rise If the boost temperature exceeds 80 , fuel flow restriction is started. If temperature rises to 90 , the engine is stopped. The protection function is started one minute after the engine starts.(in order to detect a stable boost temperature) Setting
Judgment time
Engine control
80
5 seconds
ECM: Normal Computer A: Idling control
90
5 seconds
ECM: Normal Computer A: Engine stop control
Recovery condition State of of 70 70 or le less continues for 30 seconds Key switched ON after engine stopped
* The protection function does not work if any of the error codes below occurs. 1112 (Boost temperature sensor abnormally low voltage) 1113 (Boost temperature sensor abnormally high voltage) 2104 (Faulty CAN bus) 2106 (Faulty CAN time-out) 0090 (CAN communication error)
7. Control Control for Engine Engine Oil Pressure Pressure Drop Drop If the engine oil pressure drops, the t he engine is stopped to prevent engine damage. The protection function is started 30 seconds after the engine starts. (in order to detect a stable engine oil pressure) Setting
Judgment time
40 kPa
5 seconds
Engine control ECM: Normal Computer A: Engine stop control
Recovery condition Key switched ON after engine stopped
* The protection function does not work if any of the error codes below occurs. 0522 (Oil pressure sensor abnormally low voltage) 0523 (Oil pressure sensor abnormally high voltage) 2104 (Faulty CAN bus) 2106 (Faulty CAN time-out) 0090 (CAN communication error) 1633 (Faulty 5 V power supply 3 voltage / sensor power supply)
8. Start Control (coolant (coolant temperatur temperature e monitoring) monitoring) [1] Purpose When the coolant temperature is 0 or lower, the ECM controls the fuel amount depending on the coolant temperature, for stable engine starting.
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Explanation of Engine Operation 9. Long Cranking Cranking Control Control [1] Purpose For the purpose of reducing black smoke when starting the engine and as backup in case adequate starting Q (fuel injection) is not obtained, for example due to injector wear, after the stipulated time after the start of cranking, the starting Q is raised the stipulated amount to improve star tability. tability. Pattern with normal cranking time Key switch
Engine speed
Pattern in which cranking time is at least 1 second
START ON 1 second
OFF Idling cranking
0
Starting Q
UP-Q ST-Q NL-Q 0 ST-Q: ST-Q: Standa Standard rd startin starting gQ UP-Q: UP-Q: Startin Starting g Q after incr increas ease e NL-Q NL-Q:: Q ffor or no load load
10.Starting Control for Reduced Number of Cylinders When the fact that there is a stopped injector is detected with trouble diagnosis (when an error code is detected), for the purpose of emergency escape, the fuel injection quantity is corrected to secure engine startability star tability.. [1] The injection injection quantity quantity for the the troubled troubled injector injector is allocated allocated to the normal injector injectors.(Th s.(The e total injection quantity is made the same.) * The injector correction factors are as follows. Number of effective cylinders
4
3
2
1
0
Correction factor
1.0
1.33
2.0
1.0
1.0
Caution: No control if there is trouble in injectors for 3 or more cylinders. No control if an injector inject or has a mechanical trouble.
11.Normal Stop (key switch OFF operation) [1] [1] [2] [3] [4] [5] [6]
The The ke key y swit switch ch is is set set OFF OFF. When the ECM ECM recognizes recognizes that that the key key is OFF, OFF, [3] to [5] are carried carried out out at the same time. time. Injecto Injectorr injecti injection on quant quantity ity calcu calculat lation ion stop stop Suctio Suction n control control valv valve e (SCV) (SCV) full full close close instruct instruction ion EGR valve valve full close close instructi instruction, on, EGR EGR valve valve initial initial correction correction When the the operations operations in [3] to [5] end, the the trouble trouble log etc. are are written written to the EEPROM EEPROM in the the ECM. [7] The main rela relay y is switched switched OFF and the the power power feed feed to the ECM is switche switched d OFF. OFF.
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RST-06-04-001 -
Explanation of Engine Operation 12.Engine Start / Stop Judgment Engine start and stop is judged based on the engine speed sent from the ECM with CAN communications. Judgment value Start: 500 min-1 Stop: 200 min-1 Start
Stop 200 min-1
500 min-1
Configuration diagram ECM CKP sensor signal Engine speed CMP sensor signal
1
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computer A
Engine Maintenance Standards Engine Information Screen 1. Purp Purpos osee It has been made possible to copy the engine information (Q resistance, QR code, engine serial number) stored in the “Computer A” to the new ECM when the ECM is replaced.
2. How to to Go to to This This Screen Screen Press the “Horn” and “Rabbit” buttons together for 1 second while the Logo screen is showing..
3. Engine Start Start Restrictio Restriction n When this screen is displayed, the engine cannot be started.
4. Scre creen The engine information held in “Computer A” can be checked as follows. The information inside the ECM is checked by changing the display mode with the method shown in "Replacing computer A at the Same Sa me Time". [1] Pages 1 to 6: Inject Injector or cylinder cylinder 1 to 6 QR code code (Pages 5 and 6 are used used for a 6 cylinder cylinder engine engine and cannot be input with a 4 cylinder engine.)
1
Page
2
QR co code 24 24 di di gi git s
3
Indicates the display mode. Currently displays the information in computer A
1
Q res resis ista tanc ncee dat dataa 3 dig digit itss
1
Engi Engine ne seri serial al numb number er 6 dig digits its
[2] [2] Page Page 7: 7: Q res resis ista tanc ncee dat dataa
[3] [3] Page Page 8: 8: Engi Engine ne ser seria iall numb number er
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RST-06-06-001
Engine Maintenance Standards Monitor Operation Method 1. View View Mo Mode de Display mode (switching between information in computer A / information in ECM)
Each time this switch is pressed, the second line of each page is switched as follows.
Page /
AA AA AA (Mode displaying information in computer A) Hold down for one second to shift to edit mode (Only valid while QR code displayed)
(Mode displaying information in EE EE EE ECM)
Hold down for three seconds to start copying the engine information. (for details, see "Engine Information Copying Method".)
2. Ed Edit it Mo Mode de * Can only be shifted to during during QR code display display. Exit edit mode (return to view mode) Value increased
Cursor movement
Value decreased Hold down for three seconds to start the QR code writing (for details, see "Rewriting Injector QR Codes".)
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Engine Maintenance Standards Engine Information (Q resistance, QR code, engine serial number) Copying Method If the ECM is replaced with a new one for any reason, the engine information is copied with the procedure below. [1] [1] Arra Arrang nge e for for a se servi rvice ce ECM ECM.. * A service ECM is an ECM in which all the the engine informatio information n is zero. zero. Engine information can only be copied to a service ECM. [2] Con Connec nectt the service service ECM ECM and and check check the the follo followin wing. g. 1) The old old ECM info information rmation must still still be in computer computer A. 2) All the engine engine inform information ation in the service service ECM must must be zero. zero. 3) The ECM must must match the model.( model.(Chec Check k on the ECM parts parts number screen.) screen.) 4) The model selection selection must must be be complete completed. d. 5) There must must be no error code of faulty faulty EEPROM EEPROM on computer computer A, faulty EEPROM EEPROM on ECM, faulty ECM time-out, or faulty CAN bus, on the monitor. [3] Go to the engine engine information information screen, screen, then hold dow down n for three seconds. seconds. The buzzer buzzer buzzes buzzes and the copy starts. * The display may may be any page (1 to 8) and either display display mode (computer A or ECM).
When held for three seconds, the buzzer buzzes.
During copying, the display is as below.During writing, the error code FF is displayed. Wait about 20 seconds. When the copy ends normally, the buzzer buzzes once and the error code 00 is displayed. When the copy ends abnormally, the buzzer buzzes twice and error code 01 to 04 is dis played. Example: Starting copying from the Q resistance screen
Error code Normal Message interruption Message internal trouble Outside instruction value constant Engine running Writing During rewriting, the mode display section is "0".
[4] When the copy copy ends ends normally, normally, check that the the information information has been been rewritten rewritten by switchin switching g the key switch OFF ON once.
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Engine Maintenance Standards Rewriting Injector QR Codes When an injector is replaced, input and write the QR codes with the following procedure. [1] Arrang Arrange e for for the replac replaceme ement nt in injec jector tor.. Input the part below from the character array written on the injector. QR code
QR code
Injector ASM Input section 24 digits
Input the QR codes one at a time. Engine information screen Pages 1 to 4 correspond to the injectors with those numbers.(See the figure below.)
Engine front
1
2
3
4
Engine rear
Injector No.
[2] Check Check that there there is no faulty faulty ECM EEPROM, EEPROM, ECM ECM time-out, time-out, or CAN communi communication cations s trouble trouble diagnostic trouble code. [3] Hold Hold down down
Page 45 of 53
for for one second second to shift shift to edit edit mod mode. e.
RST-06-06-001
Engine Maintenance Standards [4] The cursor cursor is display displayed ed and and all the d data ata becomes becomes zeros. zeros.
Cursor display displayed ed
[5] Move Move the cursor with
to raise and lower lower the value value with
and input the QR codes written wr itten on the injector. Value increased / decreased
Cursor movement
Error code Normal Message interruption Message internal trouble Outside instruction value constant Engine running Writing
Cursor only moves as far as here
[6] When the QR code input is complete, complete, hold down
for three seconds. seconds.
The buzzer buzzes once and the writing starts. The error code FF (writing) is displayed.Wait 5 seconds. When the writing ends normally, the buzzer buzzes once and the error code 00 is displayed. dis played. * When the writing ends abnormally, the buzzer buzzes twice and error code 01 to 04 is displayed. (To (To cancel input, press
.)
[7] Switch OFF OFF the key key switch, switch, then then ON again again and and check check the QR codes codes have have been been written. written.
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Engine Maintenance Standards When Replacing computer A at the Same Time If the ECM and computer A both fail at the same time and the engine information inside the Computer A cannot be used, restore the engine information with the procedure below. [1] Rather Rather than a service service ECM, arrange arrange for an ECM with with the engine engine informatio information n already already written written into it and use use that as the replacement. * An ECM with the engine information information already written into it means one into into which the Q resistance data has been written with EMPS. [2] Input Input the injector injector QR codes codes one at a time. time. (with the the procedure procedure in the the preceding preceding item) item)
Engine Information Acquisition Timing The engine information is acquired once each time the key is switched ON.
Trouble Display If the engine information cannot be displayed correctly due to an ECM time-out, CAN communications trouble, or faulty EEPROM, the display is all Fs. [1] Display Display for faulty faulty computer computer A EEPROM, EEPROM, CAN communi communicatio cations ns trouble, trouble, or ECM time-o time-out ut
[2] Display Display for faulty faulty ECM EEPROM, EEPROM, CAN communi communicatio cations ns trouble, trouble, or ECM time-o time-out ut
Page 47 of 53
Engine Equipment Table Engine Equipment Table
SH200
Engine Equipment Equipmen t Table Table Exhaust Gas Third Regulation Accessory Electrical Parts Compatibility (Isuzu part number) Engine model
4J
4H
6H
6U
6W
Supply pump
897381-5551
897306-0448
115603-5081
898013-9100
897603-4140
Common rail
898011-8880
897306-0632
897323-0190
Injector
898011-6040
Starter
898045-0270
898001-9150
Alternator
898018-2040
897375-0171
EGR valve
897381-5602
898001-1910
116110-0173
Crank sensor
897312-1081
897306-1131
897306-1131
Cam angle sensor
897312-1081
898014-8310
Supply pump accessory par t
Coolant sensor
897363-9360
897170-3270
897363-9360
temperature
Fuel temperature sensor Suction air ture sensor
181100-3413 181200-5304
897224-9930
812146-8300 809373-2691
180220-0140 Common rail accessory part 897600-4340
Atmospheric sensor
897217-7780
Glow plug
181100-4322
181200-6032
Oil pressure sensor pressure
115300-4360
812146-8300
Boost temperature sensor
Common rail pressure sensor
181100-4142
897603-4152
Supply pump accessory part
tempera-
Boost pressure sensor
897329-7032
897603-1211
894390-7775
182513-0443
Caution [1] For 4J, the the crank crank sensor and the cam angle angle sensor sensor have have the same same part number number.. [2] The 6U 6U / 6W cam angl angle e sensor sensor is is a supply supply pump pump access accessory ory part. part. [3] The coolant coolant temperatu temperature re sensor sensor part number number is different different for for the 4H / 6H and and the 4J / 6U / 6W. 6W.
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RST-06-07-001
Exhaust Gas Regulations Exhaust Gas Regulations
SH200
Exhaust Gas Regulations Features of Materials Subject to Exhaust Gas Regulation NOx (nitrogen oxides)
PM (particulate matter), black smoke It is said that black smoke is easy to see and unpleasant to look at.
The generic term for NO, NO2, N2O2, etc. is me. I am one cause of acid rain.
CO (carbon monoxide) I am generated when combustion occurs with inadequate oxygen. I am the material that can cause poisoning symptoms. Diesel engines emit less than gasoline engines.
HC (hydrocarbons) I am a cause of photochemical smog and am reported to affect the respiratory system.
CO2 (carbon dioxide) I am one of the greenhouse gases that are causing global warming. But diesel engines emit less than gasoline engines. Cough
Exhaust Gas Regulation Values America / Europe Third regulations 75 130 kW 2007)
Japan Th T hird regulations 75 130 k kW W(2007)
Second regulations 75 130 130 kW(20 W(2003 03))
0.3
In order to meet the third regulations
) r 0.2 h w k / g ( M P
High-pressure injection (1400-1600 air pressure: common rail) Exhaust gas recombustion (EGR) Fully electronic control Inter cooler Fuel cooler
0.1
2.0
4.0 NOx + HC (g/kwhr) (g/kwhr)
Compared to current engines
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6.0
NOx NOx + HC HC : 40 % redu reduct ctio ion n PM : 30 % reduction in PM
RST-06-08-001
8.0
Exhaust Gas Regulations
NOx reduction
Combustion temperature reduction Fuel injection timing delay
Higher pressure of fuel injection
PMReduction PMReduction of PM
Alte Altera ratition on of shap shapee of of com combu bust stio ionn cha chamb mber er
Redu Reduct ctio ionn of of PM PM
ncreased compression ratio
Reduction of HC, deterioration of NOx
Alteration of injection rate
Deterioration of HC, reduction of NOx
Deterioration of combustion efficiency Increase of PM Drop of output power Fuel consumption increase
Combustion improvement required
[Example of method for meeting exhaust gas third regulations] In order to simultaneously reduce both NOx and PM, which are in a trade-off, more complex fuel injection is required. Therefore, injection has become all electronic control. Common rail engine (high pressure injection / multiple injection / injection rate control) In addition, it depends on the engine size, but it is conceivable that it will be necessary to change from two valves to four valves, mount an inter cooler, and use EGR (exhaust gas recirculation). * With the Model 5 SPACE5, SPACE5, all these systems are used.
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Cautions for Fuel Used Cautions for Fuel Used
SH200
Cautions for Fuel Used Engine Fuel and Maintenance of Fuel Filters In order to meet the t he emission control regulation of 3rd-stage, the engine components have been made precisely and they are to be used under high-pressure conditions. Therefore, the specified fuel must be used for the engine. As a matter of course, not only the guarantee will not be given for the use of a fuel other than the specified but also it may invite a serious breakdown. In addition, since suitable specifications for the fuel filter elements have been established for this engine, use of the genuine filter is essential. The following describes the specifications and the requirements of the fuel to be applied, and maintenance of the fuel and the fuel elements.
1. Fuel Fuel to be appl applied ied Selection of fuel Following conditions must be met for the diesel engines, that is the one; [1] In which which no dust dust eve even n fine fine one one is mix mixed, ed, [2] [2] With With prop proper er visco viscosit sity y, [3] With With high high cetan cetane e rati rating ng,, [4] With With good flow flow p prop ropertie erties s in lower lower temper temperatu ature re,, [5] With With not not much much s sulf ulfur ur conten content, t, and [6] With With le less ss conte content nt of of ca carbo rbon n residu residue. e. (1) Applic Applicabl able e standa standards rds for for diesel diesel fuel fuel Applicable Standard
Recommendation
JIS (Japanese Industrial Standard)
NO.2
DIN (Deutsche Industrie Normen)
DIN 51601
SAE (Society of Automotive Automotive Engineers) Based on SAE-J-313C
NO. 2-D
BS (British Standard) Based on BS/2869-1970
Class A-1
If a standard applied to the fuel for the diesel engine is stipulated s tipulated in your country, check the standard for details. (2) Requir Requireme ements nts for diesel diesel fuel fuel
Although conditions required for the diesel fuel are illustrated above, there are other requirements exerting a big influence on its service durability and service life. Be sure to observe the t he following requirements for selecting fuel. Sulfur content
2500 ppm or less
HFRR*
460 µm or less
Water content
0.05 wt% or less
* HFRR (High-Frequency Reciprocating Rig.): An index showing lubricating properties of the fuel.
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RST-06-09-001
Cautions for Fuel Used Sulfur content reacts to moisture to change into sulfuric acid after combustion. Use of a fuel containing c ontaining much sulfur content allows it to accelerate internal corrosion c orrosion and wear. In addition, much sulfur content quickens deterioration of engine oil allowing its cleaning dispersive property to be worse which results in acceleration of wear of sliding portions. HFRR is an index that indicates lubricating property of a fuel. Large value of the index means poor lubrication so that seizure of the machine components may result if such a fuel is used. Since a fuel with high HFRR value also has lower viscosity, it can easily be leaked out. If the fuel is mixed with the engine oil, the oil is diluted to deteriorate its lubricating property resulting in acceleration of wear. Water content allows inside of the fuel tank to rust which in turn blocking the fuel line and the fuel filter. This may also cause wear and seizure of the machine components. If atmospheric temperature goes below the freezing point, moisture content in the fuel forms fine particle of ice allowing the fuel line to be clogged. Obtain table of analysis for the fuel you are using from the fuel supplier to confirm that it meets the criteria described descr ibed above. If a fuel which does not meet the specifications and the requirements for the diesel engine, function and performance of the engine will not be delivered. In addition, never use such a fuel because a breakdown of the engine or an accident may be invited. Guarantee will not be given to a breakdown caused by the use of a improper fuel. Some fuels are used with engine oil or additives mixed together with diesel engine fuel. In this case, do not use these fuels because damage to the engine may result as the fuel has been contaminated. It is natural that the emission control regulation of 3rd-stage will not be cleared in case where a fuel that does not meet the specifications and the requirements is used. Use the specified fuel for compliance of the exhaust gas control. It you use diesel fuel which contains c ontains much sulfur content more than 2500 ppm, be sure to follow the items below for the engine oil selection and maintenance of engine parts. Guarantee will not be given to breakdowns caused by not to follow these items. [1] [1] Sele Selecti ction on of engi engine ne oil oil Use API grade CF-4 or JASO grade DH-1. [2] Exchange Exchange the engine engine oil and and engine engine oil filter filter element element by periodical periodical interval interval below below.. Engine oil
Every 250 hour of use
Engi Engine ne oil oil fil filte terr ele eleme ment nt
Ever Every y 250 250 hour hour of use use
[3] Inspect and and exchange exchange the the EGR parts parts and fuel injector injector parts parts of engine engine by periodical periodical interval interval below. EGR (*) parts
Every 3000 hour of use
Fuel injector par ts
Every 3000 hour of use
* EGR : Exhaust Gas Recircultion For the detail of inspection and replacement for the above engine parts, please contact your nearest SUMITOMO outlet. [4] In addition addition above above if the value value of HFRR HFRR or water water content content in the the fuel you you use is more more then limitalimitation in above table of this manual, please also contact your nearest SUMITIMO outlet. out let.
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Cautions for Fuel Used 2. Maintenance Maintenance of fuel fuel filters filters Be sure to use the genuine fuel filters. The fuel injection system is precisely constructed and the genuine filter employs finer mesh than conventional filters to improve protection of machine equipment. If a filter with coarse mesh is used, foreign object passing through the filter enters into the engine so that machine equipment can wear out in a short period of time.
If a fuel filter other ot her than the genuine filter is used, guaranty will not be applied to a fault caused by the use of a wrong filter. Two kinds of fuel filter, the pre-filter and the main filter, are mounted on the machine. Be sure to use the genuine fuel filters and replace them at a periodic intervals. Replacement criteria Ever Every y 250 250 hour hour of use use Pre-filter
Ever Every y 500 500 hour hour of use use
Main filter
Since the pre-filter also has a function of water separation, discharge water and sediment when the float reaches lower part of the filter elements. Time to replace filters may be advanced according to properties of the fuel being supplied. Running the engine with the fuel filter fi lter blocked may cause the engine to be stopped due to establishment of engine error code. If much foreign objects are found in the fuel, carry out earlier inspection and regular replacement of the filters. If dust or water get mixed with the t he fuel, It may cause the engine trouble and an accident. Therefore, take measures to prevent dust or water from being entered in the fuel tank when supplying fuel. When supplying fuel directly from a fuel drum can, leave the drum as it stands for a long period of time to supply clean fuel standing above a precipitate. If it is hard to leave the drum for a long period of time, install a fuel strainer and a water separator before the fuel tank of the machine to supply clean fuel. Water drain cock is provided on the bottom side of the fuel tank. Drain water before starting the engine every morning. In addition, remove the cover under the tank once a year to clean up inside of the tank.
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RST-06-09-001
