Product Training Notes
1300 Series Electronic Engine 10/07/2013
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Course Content
•HEUI fuel/Oil system function and operation •ECM management system •Fault finding using the MPSI •Fault finding using PC software •Service and maintenance 10/07/2013
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Shaping the Future • Optimised performance characteristics • Improved engine emissions • Engine packaging • New reliability and durability features • Expanded options range 10/07/2013
• New service solutions
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Engine Performance • Efficient combustion system • Fully optimised power, torque and fuel curves for optimum performance • No engine power loss due to high fuel temperatures • Improved transient conditions • Unaided cold start of -20ºC
• Stabilised idle
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ENGINE IDENTIFICATION The engines consist of a range of six cylinder in-line engines which are turbocharged or turbocharged / intercooled. These engines have an electronic management system. In these notes, we will refer to the different engines types by their code letters, which are the first two letters of the engine number as indicated below.
CODE LETTERS
CAPACITY
ASPIRATION SYSTEM
WK WL WM WN WP WQ WR WS
7,6 Litre 7,6 Litre 8,6 Litre 8,6 Litre 7,6 Litre 7,6 Litre 8,6 Litre 8,6 Litre
Turbocharged Turbocharged / intercooled Turbocharged Turbocharged / intercooled Turbocharged Turbocharged / intercooled Turbocharged Turbocharged / intercooled
ENGINE NUMBERS The engine number is stamped on the left side of the cylinder block, behind the high pressure oil pump. An example of the engine number is :
WK1296N123456B WK 1296 N 123456 B 10/07/2013
Model code letters Build list number Built in the USA Engine serial No. Year of Build code 7
1300 Series Electronic Engine General Data Number of cylindrs……………………………………………………………………………6 Cylinder arrangement……………………………………………………………………In line Cycle……………………………………………………………………………….Four Stroke Introduction system……………………………...Turbocharged or Turbocharged /Intercooled Combulsion system…………………………………………………………….Direct injection Nominal bore: - WK & WL………………………………………………………………109, 2mm (4.301 in) - WM & WN……………………………………………………………...135, 9mm (5.350 in) stroke: - WK & WL……………………………………………………………….112,9mm (4.301 in) - WM & WN………………………………………………………………135,9mm (4.590 in) compression ratio………………………………………………………………………...16.5:1 Cubic capacity: -WK & WL…………………………………………………………….7,64 litres (466.4 cu in) - WM & WN…………………………………………………………...8,71 litres (531.0 cu in) Firing order…………………………………………………………………………..1,5,3,6,2,4 Valve tip clearances (cold): - Inlet & exhaust…………………………………………………………….0,64mm (0.025 in) Lubricating oil pressure (minimum): - Idle……………………………………………………………………..104 kpa (15 1bf sq in) - Maximum no load engine speed & normal temp……………………...276 kpa (40 1bf sq in) Lubricating oil capacity : Sump………………………………………………………………..22,7 litres (40.0 UK pints) Filter…………………………………………………………………...5,6 litres (9.9 UK pints) Direction of rotation………………………………………………….Clockwise from the front Valve seat angle: - Inlet………………………………………………………………………………..30 Degrees - Exhaust……………………………………………………………………………45 Degrees
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SYSTEM OPERATION Engine oil is drawn from the sump by the engine oil pump and flows through the oil cooler and filter to the high pressure supply pump. The supply pump pressurizes the oil to between 450 and 3,000 psi. Pump outlet pressure is determined by the injection pressure regulator valve (IPR) which dumps excess oil to drain. The pressure maintained by the IPR is determined by a variable electrical signal supplied by the Electronic Control Module (ECM). High pressure oil is supplied to a pressure rail attached to the cylinder head, and by drillings in the head is available to all injectors. The energised solenoid lifts the injector poppet valve off its seat. Heat pressure oil from the rail then enters the injector causing injection to occur. Injection ends when the ECM switches off the current to the solenoid. The poppet spring then causes the poppet to close. As the poppet closes, the high pressure supply oil from the rail is blocked and the intensifier piston cavity is connected to drain through the armature cavity. The plunger return spring then pushes the intensifier and plunger back to their original position. The upward movement of the plunger lifts the fill check valve off its seat and draws fuel into the plunge cavity for the next stroke. Fuel is drawn from the fuel tank by a mechanical fuel pump and flows through a filter to the pressure rail attached to the cylinder head, via drillings in the head to the injectors. Excess fuel flows back to the tank via a spring loaded valve, which maintains a positive fuel pressure in the pressure rail.
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FUEL SYSTEM
ydraulically Actuated Lectronically controlled
nit
njector 10/07/2013
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Engine Emissions • Compliant to EPA and EC Stage 1 emissions legislation • Excellent platform for stage 2 emissions legislation and beyond • No visible smoke • Up to 3.5 dBA quieter, which equates to over a 50% improvement in perceived noise
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FUEL SYSTEM The 1300 series electronic engine uses injector units, which are hydraulically actuated and electronically controlled. This offers vastly improved performance over mechanical systems by controlling the following areas: •Rate Control The rate of injection can be controlled to meet any engine condition, due to the injector being hydraulically actuated rather than mechanically. The rate of injection and injection pressure does not depend on engine speed. •Timing Control Both start and end of injection is electronically controlled, unlike conventional electronically controlled mechanically actuated unit injectors, the plunger does not move until the solenoid is energised. This means that plunger movement is not limited to the speed or duration of a cam lobe. 10/07/2013
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FUEL SYSTEM
Injector Unit The injector uses the hydraulic energy of the pressurised oil to cause injection. The pressure of the incoming oil controls the speed of the intensifier piston and therefore, the rate of injection. The amount of fuel injected is determined by the duration of the pulse from the ECM and how long it keeps the solenoid energised. As long as the solenoid is energised and the poppet valve is off its seat, oil continues to push down the intensifier and plunger until the intensifier reaches the bottom of its bore.
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Electronic Solenoid Poppet Valve Intensifier Piston
Check Valve
Nozzle Assembly
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FUEL SYSTEM
Injector Unit Top Section
Solenoid Armature
Poppet
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Wire to ECM
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FUEL SYSTEM
Injector Unit Mid Section An intensifier piston in the injector unit multiplies hydraulic force on the plunger. By varying the hydraulic input pressure, injection pressure can be controlled in a range from 3,000 to 21,000 psi.
Oil Outlet Port
Oil Feed Port Fuel Port
Plunger
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Spill Port
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FUEL SYSTEM
Injector Unit Bottom Section
Spill Port closed during injection Nozzle Assembly
Needle
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FUEL SYSTEM
Injector Unit Bottom Section Each injection is made up of two stages. • Pilot Injection • Main Injection
Injection Pressure can be as high as 21,000 Psi. 10/07/2013
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FUEL SYSTEM
Injector Pilot Injection
Main Injection
Pilot Injection Delay Period 10/07/2013
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FUEL SYSTEM
HEUI Injectors
Fuel Filter Fuel Tank Lift Pump
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Fuel specification Cetane number. 50 minimum 0 Viscosity 2.0/4.5 centistokes at 40 C Density 0,835/0,855 kg/litre Sulphur 0.2% of mass, maximum 0 Distillation 85% at 350 C
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OIL SYSTEM Oil Sump Engine Oil Pump To Engine Lubrication System
High Pressure Oil Supply Pump
(Rexroth pump) High Pressure Oil Rail
HEUI Injectors
Oil Cooler and Filter
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Oil specification When available API CG-4, API CH-4 or ACEA E3 When NOT available API CF-4 or ACEA E2
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OIL SYSTEM
ECM ICP sensor High pressure oil feeding injectors
Rexroth oil pump 10/07/2013
IPR valve
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ECM management system
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Engine Sensors Camshaft Position
Oil Pressure
Injection Control Pressure Coolant Temperature Boost Pressure
Oil Temperature
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Engine Speed
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Cam position sensor • 24 vanes
Narrow Vain
• 1 narrow vain
• Sends engine speed • to ECM •
Sends engine position to ECM C.P.S 10/07/2013
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Cam position sensor Hall effect Narrow vain 6 5 Volts
4 3 2 1 0
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Degrees
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Electronic Control Module ECM
HEUI Injectors 10/07/2013
Stop / Start Switch
Sensors 28
Temperature sensors Thermistor sensors • Oil temp • Coolant temp • Air temp 10/07/2013
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Coolant specification The quality of the coolant which is used can have a great effect on the efficiency and life of the cooling system. The recommendations indicated below can help to maintain a good cooling system and to protect it against frost and/or corrosion. If the correct procedures are not used, Perkins cannot be held responsible for frost or corrosion damage. 1 If it is possible, use clean soft water in the coolant. 2 If an antifreeze mixture, other than Perkins POWERPART, is used to prevent frost damage, it must have an ethanediol base (ethylene glycol) with a corrosion inhibitor. It is recommended that the corrosion inhibitor is of the sodium nitrite/sodium molybdate type. The antifreeze mixture must be an efficient coolant at all ambient temperatures and it must provide protection against corrosion. It must also have a specification at least as good as the requirements of either BS6580 or MOD AL39. Perkins POWERPART antifreeze exceeds the requirements of the above standard. The quality of the antifreeze coolant must be checked at least once a year, for example, at the beginning of the cold period. The coolant must be renewed every two years. The antifreeze mixture must consist of equal quantities of antifreeze and water. Concentrations of more than 50% of antifreeze must not be used because these can affect adversely the performance of the coolant. 3 When frost protection is not necessary, it is still an advantage to use an approved antifreeze mixture because this gives a protection against corrosion and also raises the boiling point of the coolant. If an approved antifreeze mixture is not available, add a correct mixture of corrosion inhibitor to the water. All 1300 Series EDi engines are supplied with a coolant filter / conditioner canister. Renew the coolant and the filter / conditioner canister in accordance with the maintenance schedules on page 18. Test the level of coolant conditioner, and adjust if necessary 10/07/2013 in accordance with the maintenance schedules in the engine manual. 30
Pressure sensors Gives ECM information on: • Oil pressure • Injection control pressure • Boost pressure • Barometric pressure 10/07/2013
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Fault finding using the MPSI
Test bay Hands On
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Fault finding using PC software
Test bay Hands on Part number 994 - 487 and 994 - 485 10/07/2013
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Service and maintenance
Ref. User’s Handbook 1300 series Edi
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Flashing Lights Active Faults =
111 (No Faults)
Each active fault will be proceeded by a red flash.
Inactive Faults =
111 (No Faults)
OCC test Both red and amber lights are momentarily on during the output circuit continuity test.
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Flashing Lights To interrogate the ECM’s memory or identify a fault, the self test button (Green) should be depressed. The (Red) button should be momentarily depressed to initiate the active and inactive fault tests. If there are any active faults, the red lamp will flash once, followed by the amber lamp flashing a numerical code. If more than one active fault code is stored in the ECM’s memory, there will be a short pause after the first code and then the next code will be indicated.
When all of the active codes have been indicated the red light will flash twice and the inactive fault codes will be flashed. At the end of the sequence the red light will flash three times to signal the end of the test. 10/07/2013 36
Flashing Lights It is possible to perform an output circuit continuity test (OCC) with the the use of the red and green push button on the top of the side panel by : •Pressing and holding both buttons for the duration of the test. Green
Red
Push Buttons
OCC test Lamps red 10/07/2013
amber
Both red and amber lights are momentarily on during the output circuit continuity test.
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F G Wilson Electrical DWG
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F G Wilson Electrical DWG
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Question and Answer time “Give a man a fish and he will be fed for a day, Teach a man how to fish and you will feed him for life”
The End 10/07/2013
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