QST30.pdf

Technical Presentation Kit Engines

SERVICE TRAINING

Komatsu Engines S12V140Z-1 KT000099 August 1999

Course Objective The SA12V140Z-1/QST30 Engine course is designed to achieve the following Objective Course Objective Students will be able to describe the structure and function, of the 12V140Z-1 / QST30 engine, how to safely maintain and repair its operating components.

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Komatsu S12V140Z-1 Presented by: KAIC Service Training

KT000099 08/99


S12V140Z-1 Engines 1

Introduction

5

Troubleshooting

2

Maintenance

6

Disassembly & Assembly

3

Structure & Function

4

Testing & Adjusting

Exit

End Presentation KT000099 08/99

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Introduction Section 1

S12V140Z-1

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Technical Presentation Kit Engines Introduction-S12V140Z-1 Engines 1

Specifications

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Features

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Engine Views

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Specifications Section 1.1

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Specifications Section 1.1

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Presented by: KAIC Service Training

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HD325-6 / HD465-5 / HD605-5 Technical Presentation 08/99 Page 1-3

Komatsu Engine Model

S A 12 V 140 Z - 1 Series Cummins Manufacture Bore diameter in mm V Type Block Number of Cylinders Aftercooled Super charged engine (turbocharger)

KT200199 - Introduction

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Cummins Model


Q S T 30 - (*) Application Codes Displacement (Liters) Engine Series System QUANTUM Family


Cummins Application Codes


C =Construction D =Generator Drive F =Fire Pump G =Generator Set L =Locomotive M =Marine P =Power Unit R =Railcar



QST30 /(12V140Z-1) l l l l l l

CKEC Seymore IN QST30 / 12V140Z-1 Application Platforms (a) 330M (b)WA800 (c) WA900

l l l l

KCEC Osaka Japan 12V140-1 Application Platforms (a) D475A-3 – 3rd Qtr 98 QST30

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(b) HD785 – Z engine Units built in Peoria


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History of SA12V140


1981 1984

Development started in 1981 SA6D140

1986 1987 1988

First Prototype

1989

D475 (bulldozer)

Development begins of a SA6D140 “V” version.

Pre -Production HD785 (dump Truck) WA800 (wheel Loader)


History of SA12V140 l l

l

l


Komatsu began production in Japan in 1988 Production levels have been 200 units per year (270 in 1996) Komatsu engines were used in the HD785 haul truck , WA800/WA900 front end loader, and D475A-2 crawler dozer applications Less than 5% of the engines were sold for marine or power generation applications


History of SA12V140 l l

l


1988 though 1992 Komatsu produces 400 SA12V140-1 engines Customer surveys and engine evaluations completed in Japan in ‘93 compare perceptions of the SA12V1401 v.s. K38 Cummins Komatsu Engine Company formed in Oct. 1993.


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Cummins Komatsu Engine Co. l l l l l


50/50 joint venture Komatsu retains design control of the base engine options Design control of customer options is retained by Cummins Cummins pays Komatsu a license fee to Komatsu for each engine sold. Joint venture employs >100 people working at Cummins Industrial Center


QST30 Development Program l l

l

l


Development program began in 11/93 Focus of efforts was to resource components through the Cummins supply base Some engineering effort on re-design of fuel pump drive and mounting to accommodate Bosch fuel pump Power Gen. and Industrial Electronic controls designed entirely by CECo.


QST30 Resourcing Effort l


-75% of the total engine cost is sourced through Cummins supply base. Examples include :

– Golden: block casting – CKEC: block machining – Bosch: fuel pumps and injectors


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QST30 Resourcing Effort l

Holset: turbochargers, air compressors, & dampers – Cifunsa: head casting – Cummsa: head machining – Concentric: lube oil and water pumps – Delco: starters



QST30 Resourcing Effort

A number of key components continue to be supplied by Komatsu: l

Pistons

l

Rough block castings

l

Liners

l

Bearings

l

Crankshaft machining

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Most gaskets


Specifications Engine Model


Komatsu SA12V140

Cummins V28

Cat 3412

Cat 3508

DDC 12V92

Type Nuber of Cylinders Bore x Stroke

12 140x165

Displacement Rated Output Peak Torque

30.5

12 139.7 x 152.4 28

12 137 x 153

8 170 x 190

12 123 x 127

27

34.5

18.01

(hp/rpm)

1050/2100

900/2100

750/2100

1000/1800

825/2300

(kgm/rpm)

Dry Weight Length

425/1500

343/1500

297/1500

462/1200

307/1200

(kg)

2930

2633

2157

3680

1940

(mm)

1670

1833

1650

1905

1730

Width

(mm)

1252

1273

1136

1422

1190

Height

( mm)

1524

1608

1318

1702

1370

34.4

32.1

27.8

29

45.8

Weight Displacement (kg/l)

96.1

94

79.9

106.7

107.7

Output/Bulk Volume (hp/mm 2 )

329

240

304

217

293

Output/Displacement

(hp/l)


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Engine Ratings l

l


Power Generation Ratings: –

-60Hz Standby 750, 800, 900 Kw (1135,1200,1490 bhp)-50Hz standby : 620, 705, 800 kWh.(940, 1030, 1200, bhp)

– – –

50hz standby: 675 & 725 kWh. (1010 & 1080 bhp 60Hz prime 675 & 725 kWh. (1010 & 1080 bhp 50hz prime 560 & 640 kWh. (840 & 960 bhp)

Industrial Ratings: – –

Intermittent Duty: 1050 @21200 rpm C torque rise Continuous duty : 850 hp @ 2100 rpm 50hz prime 675 & 725 kWh. (1010 & 1080 bhp




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Features Section 1.2

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Features Section 1.2

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12V140Z-1 / QST 30 Base Engine Introduction

S12V140Z-1

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S12V140Z-1 Technical Presentation 08/99 Page 3-4

Discussion of Selected Engine Components General Engine Overview Valve Settings: Intake Valve Adjustment Exhaust Valve Adjustment

0.43 mm [0.017 in] 0.80 mm [0.032 in]

QST3O Aspiration - Turbocharged and Aftercooled

KT000099 - Structure & Function

Discussion of Selected Engine Components


General Engine Overview Bore and Stroke 140 mm x 165 mm [5.51 in x 6.5 in] Compression Ratio: 14.0:1 Displacement

30.5 Liters [1860 Cu ml

Crankshaft Rotation (Viewed from the front of the engine Clockwise


Development Target l l l l l


Compact High Output High Reliability and Durability Fuel Economy Easy Maintenance


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SA12V140Z-1 / QST30


Bore & Stroke

140 mm X 165 mm

Cylinder Arrangement

12 Cylinder 50 Degree Vee

Volume

30 Liters

Industrial Power Output

750 - 1050 Hp


Design Features


1. Bank Angle

50 Degree Vee Firing Order: 1R-1L-5R-5L-3R-3L-6R-6L-2R-2L-4R-4L

2. Piston

Ductile iron piston, High Top Ring

3. Cylinder Head 4. Cylinder block 5. Crankshaft

Dry sleeve injector bore FEM Design, STORM threads two bolt main with future four bolt main. Induction hardened Journal Fillets


Standard Features 6. Injection Pump Layout


Two Bosch RP39 or Two Zexel KP21E with electro -hydraulic governor

7. Intake/Exhaust Layout

offset 15’ Intake - Outside

8. Oil Pump

Exhaust - Inside High flow three gear design

9. Aspiration

Turbocharger & Aftercooled

10. Turbochargers

Twin Holset HX60

11. Oil Filtration

Full flow and bypass filtration

12. Cooling system

Conventional radiator


3

Fuel System l


Four fuel systems are available » Zexel PS7S with Mechanical governor » Komatsu High Pressure KP22 with electrohydraulic control » Bosch RP39/RE36 full authority electronic control » Bosch P8500/RE30


Common Components (SA6D140 & SA12V140) l l l l l l


Cylinder Head, Rocker Housing, Head Cover Piston, Piston Pin and Piston Ring Rocker Arm, Push-rod, Cam Follower Oil Cooler Element (2 elements for SA12V140Z-1) After-cooler Element (2 elements for SA12V140Z-1) Note: Valve components are improved can be used to uprate SA6D140


Controls for Industrial Ratings l l


Dual Cummins CM552 ECM On Engine Mounting


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Advantages of Bosch Electronic Fuel System l

l

l

l


Higher Injection Pressure Capability for Reduce Emissions. Elimination of Mechanical Linkage Between Fuel Pumps Capability to Interface with other Vehicle/Power Train Electronics Improved Cost


How to Achieve High Performance


1. Good Intake / Exhaust System 2. Good Combustion 3. Reduced Friction


1. Good Intake / Exhaust System l

l l


Backward Rake Turbo Charger – Holset HX60 – Komatsu KTR110-2 Pulse Reserving Exhaust Manifold Ductile Cast Iron Piston


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Ductile Cast Iron Piston



2. Good Combustion l


High Pressure Fuel System • SA12V140 Two Komatsu KP21 pumps • SA12V140Z-1 Two Bosch RP39 • QST30G & D Two Bosch P8500

l l

Optimized Combustion Chamber Shape Ductile Cast Iron Piston


Intake Port Development For Good Combustion



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Optimized Combustion Chamber Shape



Minimum Dead Volume Combustion Chamber(MDVCC)



3. Reduced Friction l


Four Valves / Cylinder – Tribaloy intake valves seats • Reduced valve and valve seat wear – Stem Seals – Chrome stems – Nitride intake valve face material – Eatonite 6 exhaust Valve face material • Extended service intervals

l l

Three Ring Piston High Efficiency Oil & Water Pumps


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How to Achieve High Durability & Reliability


1. Combustion Chamber Components (Reduced Thermal Load) 2. Strong and Rigid Main Components (FEM Design & Stress Tested Components) 3. Low Wear & High Scuff Resistance Design


Combustion Chamber Components (Reduced Thermal Load)) l


Piston – Oil Jet Cooling – Cooling Gallery Around Combustion Chamber & Ring Pack

l

Cylinder Head – Forced Cooling Through Drilled Holes in Valve Bridge


Piston Oil Jet Cooling



8

Internal Piston Cooling Passage



Strong and Rigid Main Components


FEM Design & Stress Tested as Components l Cylinder Block, Connecting Rod – Mechanical Stress l

Cylinder Head & Piston – Mechanical & Thermal Stresses

l

Crankshaft – Bearing Oil Film Calculation


Low Wear & High Scuffing Resistance Design l l l l


Roller Cam Follower Special Surface Control for Cylinder Liner Keystone Type Piston Rings Cutback Top Land Piston


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Key Changes in the Cummins QST-30Komatsu Sa12V140-Z1 l

l

l

l


Fuel System/ Controls – Zexel to Bosch Cummins Electronic Turbochargers – Komatsu to Holset Upgraded Components: – Improved Rating Capability and Problem Counter Measures Resourced Components with Cummins Suppliers – Reduced Engine Cost


Fuel System /Controls

l l l


1. Fuel Pumps 2. Controls 3. Advantages of Bosch Electronic Fuel System


Fuel Pumps for Industrial Ratings:

l l


Bosch RP39/RE30 Bosch P8500/RE36


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Controls for Industrial Ratings:

l l


Dual Cummins CM520 ECMs On Engine Mounting


Advantages of Bosch Electronic Fuel System l

l

l

l


Higher Injection Pressure Capability for Emissions Elimination of mechanical Linkage Between Fuel Pumps Capability to link with Other Vehicle/Power Train Electronics Improved Cost


Turbochargers

l l l l


“Cumminization” Improved Efficiencies Improved Cost Wastegates Available for Quick Response Applications


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Engine Views Section 1.3

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Technical Presentation Kit

Technical Presentation Kit

Engines

Engines

Engine Views Section 1.3

S12V140Z-1

Left Side View

KT000099



Left Side View

1. Front cover 2. Cylinder block 3. Cylinder liner 4. Rocker lever housing 5. Cylinder head cover 6. Exhaust valve 7. Intake valve 8. Piston


Left Side View


9. Turbocharger 10. Cam follower 11. Camshaft 12. Flywheel 13. Flywheel housing 14. Main bearing cap 15. Crankshaft 16. Oil pan 17. Connecting rod



Front View

18. Connecting rod cap 19. Oil strainer 20. Lubricating oil pump 21. Crankshaft gear 22. Vibration damper 23. Crankshaft pulley


KT000099 08/99


24. Cylinder head 25. Intake manifold 26. Electrical intake air heater 27. Lubricating oil cooler 28. Intake connector pipe KT000099 - Structure & Function

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Front View


29. 30. 31. 32. 33.


1. 23-pin Deutsch Connector (Primary/ Secondary ECM Connector) 2. Engine Speed Sensor 3. Flywheel 4. Engine Position Sensor

Rocker lever Aftercooler Nozzle holder Push rod Piston cooling nozzle


INTAKE SYSTEM

Rear View



EXHAUST SYSTEM

1. Intake manifold (Right bank) 2. Electrical intake air heater 3. Aftercooler cover (Right bank) 4. Aftercooler cover (Left bank) 5. Intake manifold (Left bank) 6. Air intake KT000099 - Structure & Function


1. Exhaust manifold (Left bank) 2. Exhaust manifold (Right bank) 3. Turbocharger (Right bank) 4. Turbocharger (Left bank)




KT000099 08/99

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Technical Presentation Kit Engines Maintenance--S12V140Z Maintenance S12V140Z--1 Engines 1

Maintenance Schedule

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Maintenance Fluids

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Maintenance Schedules Section 2.1

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S12V140Z--1 S12V140Z Technical Presentation 08/99 Page 33 -3

Operation & Maintenance Manual

Follow recommendations in the Komatsu Operation & Maintenance Manual.


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MAINTENANCE


? Y H W KT000099 - Structure & Function


MAINTENANCE WHEN REQUIRED




INITIAL 250 OF SERVICE (only after the first 250 hours)

•Check engine valve clearance, adjust if needed


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MAINTENANCE

DAILY




Daily Check engine: •Oil level in oil pan, add oil •Coolant level in radiator, add coolant •Drain water and sediment from fuel filters




Daily Inspect engine for: •Damage •Leaks •Loose or damaged belts •Unusual noises and exhaust color •Check electronic engine protection system (fault code Lamps) •Check monitor panel KT000099 - Structure & Function

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Weekly •Check air intake piping •Check air intake restriction (dust indicator)

•Check air cleaner element. clean or replace


MAINTENANCE


50 HOURS




50 Hour Service

• Drain water, sediment from fuel tank


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MAINTENANCE


Every 250 HOURS KT000099 - Structure & Function



250 Hour Service •Change engine lubricating oil •Change engine filters: •Full flow oil •By By--pass oil •Fuel (spin -on) •Coolant (Corrosion resistor cartridge)

•Check and clean crankcase breather tube




250 Hour Service •Check engine fan •Check drive belts and tension •Check alternator belt tension, adjust

• Check air conditioner

compressor belt tension, adjust •Check battery electrolyte level •Measure SCA concentration KT000099 - Structure & Function

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MAINTENANCE


2000 12V140

HOURS




2000 Hour Service •Steam clean engine •Overhead set •Adjust engine cross heads • Adjust engine valves •Measure crankshaft end clearance •Check engine mounts




2000 Hour Service •Grease fan drive idler pivot arm assembly

•Check cold starting aids •Engine oil heater (if equipped) •Coolant heater (if equipped) •Check engine hoses •Check batteries


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MAINTENANCE


6000 HOURS or 2 years which ever comes first KT000099 - Structure & Function



6000 Hour Service

• Inspect: • Turbocharger • Vibration damper • Water pump • Coolant thermostats and seals • Air compressor • Clean and flush the cooling system • Check belt driven fan hub • Check fan drive idler pulley assembly KT000099 - Structure & Function



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Maintenance Fluids Section 2.2

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Fuel Oil, Lubricating Oil and Coolant

Operation & Maintenance Manual


Follow recommendations in the Komatsu Operation & Maintenance Manual.


1

Fuel, Lubricating Oil and Coolant


FUEL




• Do not mix gasoline or alcohol with

diesel fuel. This mixture can cause an explosion. • IMPORTANT: Due to the precise tolerances of diesel injection systems, it is extremely important that the fuel be kept clean and free of dirt or water. Dirt or water in the system can cause severe damage to both the injection pump and nozzles.




• For normal service above -12°C (+lO”F),

the use of ASTM Grade No. 2-D diesel fuel with a minimum Cetane number of 40 is recommended. The use of No. 2-D diesel fuel will result in optimum engine performance under most operating conditions. Fuels with Cetane numbers higher than 40 may be needed in high altitudes or extremely low ambient temperatures to prevent misfires and excessive smoke. KT000099 - Structure & Function

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•At operating temperatures below

-12°C (+lO”F), use ASTM Grade No. 1-D diesel fuel. The use of lighter fuels can reduce fuel economy. •Where a winterized blend of Grade No. 2D and No. 1 -D fuels is available, it may be substituted for Grade No. 1 -D fuel. However, it is the supplier’s responsibility to provide the fuel for the anticipated ambient temperature. KT000099 - Structure & Function



• Use a low sulfur content fuel having a

cloud point that is at least 10 degrees below the lowest expected fuel temperature. Cloud point is the temperature at which crystals begin to form in the fuel. • The viscosity of the fuel must be kept above 1.3 cSt at 100°C (212°F) to provide adequate fuel system lubrication.




Engine Lube Oil


3



SAE 15W-40 multi-viscosity oil is recommended for most operating climates, refer to the table for oil viscosity recommendations for extreme climates.

Limited use of low viscosity oils, such as SAE 1OW-30 may be used for easier starting and providing sufficient oil flow at ambient temperatures below -5°C (+23”F). However, continuous use of low viscosity oils can decrease engine life due to wear. KT000099 - Structure & Function



Oil performance recommendations are as follows: The use of a high quality engine lubricating oil combined with appropriate oil and filter change intervals are critical factors in maintaining engine performance and durability.




SAE 15W-40 multi-viscosity heavy duty engine oil meeting the American Petroleum Institute (API) performance classification of CG-4 or CG-4/SH is recommended. NOTE: CE oil may be used in areas where CG-4 oil is not yet available.


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A sulfated ash content of 1.O mass percent is suggested for optimum valve and piston deposit and oil consumption control. The sulfated ash must not exceed 1.85 mass percent. The sulfated ash limit of 1.85 mass percent has been placed on all engine lubricating oils recommended for use in the engine. Higher ash oils can cause valve and/or piston damage and lead to excessive oil consumption . KT000099 - Structure & Function



Engine Coolant




ANTIFREEZE

In climates where the temperature is above -37°C (-34”F), use a coolant mixture that contains 50 percent antifreeze. Antifreeze is essential in any climate. It broadens the operating temperature range by lowering the coolant freezing point and by raising its boiling point.


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ANTIFREEZE

Do not use more than 50 percent antifreeze in the mixture unless additional freeze protection is required. Never use more than 68 percent antifreeze under any condition. An antifreeze concentration greater than 68% will adversely affect freeze protection and heat transfer rates.




ANTIFREEZE

Antifreeze concentrations between 68% and 100% actually have a higher freezing point than a 68% antifreeze concentration and should not be used due to reduced heat transfer rates.




ANTIFREEZE

Low silicate ethylene glycol antifreeze is recommended. The antifreeze should contain no more than 0.1% anhydrous alkali metasilicate. Low silicate antifreeze is recommended to avoid the formation of silica-gel (hydro-gel). This gel formation can occur when the cooling system contains an over concentration of high silicate antifreeze and/or supplemental coolant additive. KT000099 - Structure & Function

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ANTIFREEZE

Antifreeze may retain its freeze protection for more than one season but coolant conditioners must be added to maintain corrosion protection. Antifreeze formulated with methoxy propanol, or propylene glycol, is not recommended for this system.







WATER Use water which has a low mineral content. Water used in conjunction with antifreeze, coolant filters and inhibited water must meet the following standards: Total Hardness - Not to exceed 170 parts per million (10 grains/gallon maximum) to prevent scale deposits. Water containing dissolved magnesium and calcium (the usual reason for water hardness) above the specified amount will cause scale deposits to develop in the engine.


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WATER Chlorides - Not to exceed 40 parts per million (2.5 grains/gallon maximum) to prevent corrosion. Sulfites - Not to exceed 100 parts per million (5.8 grains/gallon maximum) to prevent corrosion. Dissolved Solids - Not to exceed 340 parts per million (20 grains/gallon maximum) to minimize sludge deposits, scale deposits, corrosion or a combination of these.




WATER If any of the above requirements cannot be met, use distilled, de-ionized, or de-mineralized water. To determine if local water supplies meet these standards, water samples can be tested by water treatment laboratories. “Softened” water that is prepared using common salt (sodium chloride) contains excessive amounts of chlorides and should not be used.

NOTE: Never use water alone in the cooling system because corrosion will occur. KT000099 - Structure & Function



MAINTENANCE OF SUPPLEMENTAL COOLANT ADDITIVES Keeping the engine coolant properly inhibited will keep the engine and radiator free of rust, scale deposits and corrosion.


8



MAINTENANCE OF SUPPLEMENTAL COOLANT ADDITIVES New machines are delivered with antifreeze protection. Service at regular scheduled interval specified in the “SCHEDULED MAINTENANCE GUIDE” with a service DCA4 filter.




MAINTENANCE OF SUPPLEMENTAL COOLANT ADDITIVES Each time the coolant is drained and replaced, the coolant must be recharged with SCA. New coolant can be correctly charged with supplemental coolant additives by using a DCA4 service filter or SCA concentrate listed in the table entitled, “DCA4 Unit Guide”. KT000099 - Structure & Function



MAINTENANCE OF SUPPLEMENTAL COOLANT ADDITIVES If coolant is added between drain intervals, additional SCA will be required.


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Base Engine Section 3.1

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Base Engine Section 3.1

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KT000099 08/99

Engine Components


Power Cylinder Components Block

Oil Pump

Crank shaft

Oil Pressure Regulator

Connecting Rod

Full flow oil filter head

Piston& Rings

Water Pump

Cylinder Liner

Water Filter Head

Cam shaft

Thermostat Housing


1

Engine Block


The main cylinder block was designed using Finite Element Analysis to create a compact and light weight foundation, yet it has a high rigidity through the use of internal ribs and reinforcement.


Engine Block


The ribbed skirt design of the QST30/12V140Z-1 block gives it low weight , reduced noise and high strength. Block encompasses seven main bearing design to handle the increased cylinder pressure loads. KT000099 - Structure & Function

Engine Block


Two internal coolant flow passages direct coolant around each wet cylinder liner. Coolant flow testing was used to avoid cavitation affects which cause liner corrosion in service


2

End View of Engine



Oil Cooler Area


The block provides an area cast in for the oil cooler.


Internal Block Webbing


The main cylinder block incorporates a ribbed skirt design which gives it lower weight high strength and reduced noise levels. KT000099 - Structure & Function

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Main Bearing Saddle


The main bearing saddle has a grove machined into it for improved oil flow . There is also a provision for future high horse power ratings to employ the use of a four bolt main cap. Instead of a two bolt main KT000099 - Structure & Function

Block Skirt Ribs



Counter Bore


Cylinder block incorporates a lower press fit liner for added strength and reduces stress in the counterbore.


4

CRANKSHAFT


Crankshaft is made of forged alloy steel with 8 integral balance weights for smooth operation and low vibration. To reduce torsional vibration a Holset viscous type vibration damper is used. KT000099 - Structure & Function

Crankshaft Main Journals


Crankshaft has 7 main journals with a diameter of 5.83 inches which is ample area to distribute the load. A thrust bearing is located on number 7 main journal.30


Crankshaft Fillets


The main journals and fillet radii have been induction hardened for increased strength and wear.


5

Rod Bearing Journals


Connecting rod journal has a diameter of 3.94 inches which provides ample surface area.


Connecting Rod & Bearing


Connecting rods are of a forged steel ”I” beam designed

•Oil Drilling


Connecting Rod & Bearing

•Oil Drilling


Each rod has an oil drilling to provide pressure lubrication to the piston pin and to help cool the piston. Four cap screws a used to connect the rod cap using torque to yield method for a more uniform clamping load.


6

Rod Caps and Bolts


Four cap screws for more universal clamping load. Use torque to yield method of tightening


Connecting Rods Cont.


Because of the oil drilling two different rods are used in the same engine. One set of rods for the left bank and one set of rods for the right bank. There are two different part numbers for each set of rods. KT000099 - Structure & Function

Liner & Pistons

l l l l l


Liner Size / Piston Size right bank large left bank small Large liner large piston Small liner small piston


7

Piston


The QST30 / 12V140Z12V140Z-1 uses a single piece ductile cast iron piston. Fewer parts compared to articulated designs. This design has several advantages over aluminum and is comparable to steel.


Piston


This piston design maintains high strength at elevated temperatures. Uses a Minimum Dead Volume Combustion Chamber (MDVCC) resulting in minimum top clearance at the top ring. Also, piston to liner clearance is reduced. KT000099 - Structure & Function

Gallery Cooling


Each piston has a “Gallery Cooling” channel cast into the piston behind the ring pack. This is referred to a “Shaker” design. Lubricating oil flows into this passage and cools the piston crown and ring pack. KT000099 - Structure & Function

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Internal Piston Cooling Passage



More On Pistons


–

Piston to valve clearance is minimized

–

Piston to liner clearance is extremely tight. Min & Max radial clearance :0.035 & 0.055mm engine noise levels reduced liner vibrations reduced

–

this engine has relatively minimal cavitation issues must use two different size liners with four different piston numbers Total power cylinder weight is comparable to aluminum piston


3 Ring design


Uses a three ring design, which are Chrome plated and of a ” Keystone Design”.


9

Piston Rings


The SA12V140Z-1/QST30 rings.


No. 1 Ring


The top compression ring is a two sided keystone design with a barrel face and hard chrome plating.


No. 2 Ring


The second ring is also a keystone design, it however has a tapered face with a hard chrome plating.


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Oil Control Ring


Finally the Oil Control Ring is a “M”shaped with a coil expander it too is chrome plated.


Cylinder Liner


QST30/12V140Z-1 Uses a QST30/12V140Zreplaceable wet sleeve type cylinder liner for greater heat dissipation , long life and lower rebuild cost. The cylinder Liner is a lower pressed fit design.This improves liner/block interface eliminating fretting at the counter bore. The liner material is centrifugal cast iron and is “TUFTRIDED”


Cylinder Liner


“TUFTRIDING” of the liners creates a durable surface for the rings to travel on, reducing oil consumption, improving wear resistance (life to overhaul) and scuff resistance. The hard surface on the out side of the liner is less prone to cavitation erosion. Finished liners are plateau honed to one micron finish. KT000099 - Structure & Function

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Cylinder Liner Seals l

Top Seal: Crevice seal – (Ethylene propylene rubber)

l

Middle : “O” -ring – Ethylene propylene rubber Bottom: “O” -ring

l


– (Silicon rubber)


CAMSHAFT


There are two camshafts located high in the cylinder block supported by seven replaceable camshaft bushings.


Camshaft Journals


The camshaft journals a induction hardened and micro-finished to increase strength and reduce wear resistance


12


3 gear design

Center gear driven 1.67 times engine speed


Oil Pump Internal View



Oil Pickup Tube


Suction Screen


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Cooling System Section 3.3

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Cooling System Section 3.3

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Cooling System Specifications - 1

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• Coolant Capacity (Engine Only) 85 liters [22.4 U.S. gal] • Standard Modulating Thermostat Range 77 to 90° C [170° to 194° F] • Minimum Pressure Cap 48 kPa [7 psi)


1

Cooling System Specifications -2


• Coolant Temperature Minimum Top Tank 71° C [160° F] Maximum at Engine Outlet 100° C [212° F] • Maximum Deaeration Time 25 min • Minimum Drawdown Of System Capacity 8 % KT000099 - Structure & Function

Cooling System Intro


In this segment we will discuss the cooling system of the 12V140Z-1 / QST30 engine. Starting from the radiator and continuing through the engine until the entire system has been explained. Specifically, We will discuss how the coolant is filtered . How it is used in cooling and how it is transferred through out the engine for cooling purposes KT000099 - Structure & Function

Water Pump


Coolant is drawn into the water pump both from the radiator core and from the bypass tube.


2

Water Pump


The Water Pump is located on the right side of the engine as shown.


Water Pump


The water pump is driven 1.8 times engine speed 2100 rpm, which delivers a flow rate of 277 GPM.


Coolant Flow


From the water pump the coolant flow is directed into the block rifle right below the front oil cooler or the water filter head.


3

Oil Cooler Inlet


Coolant directed to the block flows into the oil coolers through passages cast into the block. Once in the oil cooler, the coolant flows around the cooling plates cooling the oil. KT000099 - Structure & Function

Coolant Flow


Coolant then flows into the right bank cylinder liner cavity to the left bank cylinder liner cavities through six passages cast into the block. KT000099 - Structure & Function

Cylinder Heads


The coolant flows through the cylinder heads , cooling the valve seats, injector bores and fuel


4

Center Block Passage


The coolant then flows into a passage cast into the center of the block. Coolant flows through this passage into the thermostat housing.


Front View Of Center Cooling Passage





Cylinder Cooling Passages KT000099 - Structure & Function

5


Rear View of Center Block Passage


Coolant from the Cooling Passage Flows to the Thermostat Housing



Thermostat Housing


The thermostat housing is located on the front of the engine as shown, it incorporates three thermostats.


6

Thermostat Closed


If the coolant in the thermostat housing is less than 165°° Fahrenheit then the thermostat will be closed allowing coolant to bypass the radiator.


Thermostat Starts To Open


The thermostat starts to open when the engine coolant temperature reaches 166° to 173° Fahrenheit.


Thermostat Open


If the coolant in the thermostat housing is more than 173°° Fahrenheit, The thermostat will open allowing coolant to flow into the radiator.


7

Thermostat Fully Open


The thermostats are fully open when the coolant temperature reaches 194° Fahrenheit.



Thermostat Housing



Always Replace Seal Ring with Thermostat


8



Thermostat By-Pass


Bypass Connector


The bypass coolant flows through a passage into the block and then out through a bypass connector back to the water pump inlet.


Return Back to Radiator


Coolant flows through the radiator core and back to the water pump


9

The Water Filter Head


The water filter head is a single casting that mounts two water treatment filters.


Water Filter Shutoff Valve


The casting has a stainless steel valve built in to it. This allows changing of the water filter without draining the entire cooling system.




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Intake & Exhaust Systems Section 3.4

S12V140Z-1

KT000099

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Intake & Exhaust Systems Section 3.4

S12V140Z-1

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Air Intake System Specifications

KT000099 08/99

S12V140Z-1 Engines Technical Presentation 08/99 Page 5-3

NOTE: Engine intake air must be filtered to prevent dirt and debris from entering the engine. If the intake air piping is damaged or loose, unfiltered air will enter the engine and cause premature wear. Maximum Intake Restriction with Heavy Duty Air Cleaner: With Clean Filter Element 305 mm H 20 [12 in H20] With Dirty Filter Element 635 mm H 20 [25 in H20]

KT200199 - Work Equipment

1

Exhaust System Specifications


Back Pressure Maximum (at rated speed and load) 75 mm Hg [3 in Hg]


Air System Intro


In this segment we will discuss the air system of the 12V140Z-1 / QST30 engine. Specifically we will discuss : • How air is drawn into the system • How it is filtered • How it is cooled • Flow through the cylinder head • How it exits the engine



Turbo Charger

The turbocharger exhaust turbine drives the compressor wheel which draws air in through the air filter elements.


2


Twin Holset Turbos


TURBOCHARGER DATAPLATE

l l l l


A = Turbo Assembly Number (or Basic Build Number) . [Most commonly used number for service purposes].




B = Turbo Serial Number: * Unique number for each turbo. * Can also be used to identify part number and date of manufacture. [only by contacting Holset Service]. KT200199 - Work Equipment

3



C = Customer Part Number: For O.E. Turbos = “ID21”(final assy). For Service turbos = service kit #. [Note: Can be multiple Customer numbers per Holset part number A]. KT200199 - Work Equipment



D = Turbocharger Type: Indicates the model or frame-size of the turbo.



Why Do We Turbocharge? Increases the pressure (therefore density) of the air entering the engine. Higher density = more oxygen per liter, - so more fuel per engine rev can be burned. = MORE TORQUE AND POWER !!


4


Basic Principles of Operation

• Turbos are exhaust-driven superchargers. • Pressure and heat energy extracted from exhaust. • Drives an impeller which compresses the inlet air. • Heat is a by-product of this compression, -so there is a further density increase by cooling boost air.



Advantages of Turbocharging • Increased

power to weight ratio.

• Improved fuel economy. • Minimal loss of power at altitude. (Especially with wastegates)

• Better “driveability” or torque. (Especially with wastegates)

• Reduced exhaust emissions. KT200199 - Work Equipment



5


Basic Inspection Procedures 1. Bearing clearances. 2. Foreign-object damage.



THRUST CLEARANCE CHECK



RADIAL CLEARANCE CHECK


6


COMPRESSOR WHEEL INSPECTION



Troubleshooting: (b)

It is also important, in the case of a severe turbo failure, to separate cause from effect. So that accurate information can be fed back - in case corrective-actions are required.



Oil Leaks (a) a) External Commonest cause - loose /damaged oil feed & drain fittings. If tightening (or re-gasketing) fittings does not stop the leak, - then look for a damaged oil line or turbo bearing housing. KT200199 - Work Equipment

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Oil Leaks (b) b) Internal - Compressor & Turbine Restriction in the turbo gravity oil drain will “push” oil past the split-ring seals at both compressor & turbine ends. [Note: Having oil leakage at both ‘ends’ simultaneously is a good indicator that this may be the problem]. KT200199 - Work Equipment


Restriction in the turbo gravity

Restriction KT200199 - Work Equipment


Oil Leaks (c) Common causes of restricted drains are:* wrong oil drain gasket, * damaged oil drain hose/tube * or, high engine blowby pressure (which can be due to engine crankcase vent being blocked by physical damage, plugging or icing etc). KT200199 - Work Equipment

8


Oil Leaks (d) Internal - Compressor Only An inlet ‘depression’ (vacuum) greater than 25 in.H2O will “pull” oil past the compressor-end split ring seal. This will NOT damage the turbo, unless the thrust bearing fails. Typical cause is a plugged filter or collapsed air piping. KT200199 - Work Equipment


Intake Vacuum



Oil Leaks (e) Note: Slight oil wetness can be ‘dried out’ by running the engine under load for about an hour, after the problem has been fixed. WARNING: Do not operate the engine if you suspect any oil has collected in the engine intake or charge-cooler. Drain and clean these items first - to avoid an engine runaway after full warm-up. KT200199 - Work Equipment

9


Air & Exhaust Leaks (a) * Commonest points for boost leaks, are the charge-air cooler connections. * Next most common, is the compressor outlet elbow joint. [Leaks at all these joint also can cause high-pitched noises - often mistaken for “turbo noise”]. KT200199 - Work Equipment


Air & Exhaust Leaks (b) * Exhaust gas leaks at either the head/manifold or manifold/turbine joints are not common - but can cause both boost loss & noise.



Noise (a) An area of confusion, relative to Diagnosis. We have found that in some shops, almost all high-frequency noises are attributed to the turbocharger. Also, due to it’s easy removal, the turbo is often the first item replaced, during diagnosis of a noise problem. KT200199 - Work Equipment

10


Noise (b) All turbochargers make some noise. High-power engines run at higher boost pressures (thus higher speeds) - hence turbo noise tends to be higher (in both volume and pitch). If a customer complains of excessive noise, it is important to determine if the noise CHANGED recently.



Noise (c) If the noise has not change recently, get an experienced person (or several people) to decide if the noise level is normal or abnormal. - If abnormal, change the turbo. If the noise is normal for that engine/turbo, do not change the turbo for another of the same part number - contact Service Support. KT200199 - Work Equipment


Noise (d): Surge A rapid “chuffing” at high load near peak-torque engine speed - is steady state, or lugging surge. A “flushing” or “popping” sound when the throttle is rapidly released at high load (i.e. rapid gear change) - is transient, or shift surge. KT200199 - Work Equipment

11


Noise (e): Surge Transient surge is common on some highly rated H-duty engines, and usually occurs at full load engine speeds below 1600 RPM. Air system surge (unless it is excessive) does not cause any damage to the engine or turbo. KT200199 - Work Equipment


Noise (g): Surge If you suspect you have a customer with an air-system surge problem - check to see if there is a surge -fix turbo for his engine. Also, remember that engine instability (often confused with surge) can be a result of fuel system, transmission or other problems. KT200199 - Work Equipment


Air Flow

From the turbocharger compressor wheel, air flows through the crossover connection and into the after cooler


12


Aftercooler Inlet

Because the air from the turbocharger is heated due to compression, the aftercooler is needed to cool the air and divert it into the intake manifolds.



Air Flow

Air flow continues through the intake ports and into the combustion chambers.



Exhaust

After combustion the exhaust gasses flow out the opposite side of of the cylinder head.


13


Exhaust Manifold

From the cylinder head, exhaust gasses flow through the pules type exhaust manifold.



Turbo Exhaust

Finally the exhaust gasses flow into the divided exhaust turbine housing of the turbocharger to drive the turbine wheels.



Air System Operation & Maintenance on the SA12V140Z-1 / QST30 KT200199 - Work Equipment

14


In this segment we will discuss some of the maintenance items associated with the air system



Operation & Maintenance Manual The operation and maintenance manual for the SA12V140Z-1 / QST30 contains a maintenance schedule similar to the one shown (NEXT PAGE) KT200199 - Work Equipment


The Operation and Maintenance Manual

Operation and maintenance Manual for the SA12V140Z-1 / QST30 contains a maintenance table similar to the one shown.


15


Pre-cleaner

The pre-cleaner should be checked daily if the engine is so equipped KT200199 - Work Equipment

Weekly Check


l Air

Intake hoses l Pipes & Clamps l Air Restriction Indicator l Air Cleaner Element



The air intake hoses


16


Pipes and Clamps



The air restriction indicator.



The Air-Cleaner Elements


17



KT000099 08/99

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Structure & Function - Base Fuel System Section 3.5

S12V140Z-1

KT000099

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Structure & Function - Base Fuel System Section 3.5

S12V140Z-1

KT000099



Fuel System Specifications l

l l l l

KT000099 08/99


NOTE: For performance and fuel rate values, refer to the engine data sheet, or the fuel pump code for the particular model involved. Maximum Allowable Restriction to Pump: With clean filter 64 mm Hg [2.5 in Hg] With dirty filter 100 mm Hg [4.0 in Hg] Maximum allowable return line restriction 63 mm Hg [2.5 in Hg]


1

Fuel System Specifications l

l

l


Maximum allowable return line restriction 63 mm Hg [2.5 in Hg] Maximum allowable return line restriction: With check valves and overhead tanks 518 mm Hg [20.4 in Hg] Minimum allowable fuel tank vent capability: With 63 mm Hg [2.5 in Hg] or less back pressure 425 L/hr [15 cu ft/hr]


fuel system for the SA12V140Z-1/QST30


In this section we will discuss the in line fuel system for the SA12V140Z1/QST30. Starting at the supply tank and continuing on until the entire system has been explained.


Fuel transfer pump


The Fuel transfer pump draws fuel from the fuel supply tank through a pre-filter or a screen.


2

The Pre-filter


The pre-filter prevents particles larger than 140 microns from entering the fuel transfer pump and blocking the check valve open.


Fuel Connection Block


Fuel exits the pre-filter and enters the fuel connection block. At the connection block the fuel is divided, one half supplies the right bank and the other half supplies the left bank. Because the right bank and the right bank are fundamentally the same we will discuss just the right bank. KT000099 - Structure & Function

Fuel Transfer Pump


Fuel exits the fuel transfer block and enters the inlet of the transfer pump. The fuel transfer pump is a mechanically driven by a special lobe located on the camshaft of the fuel injection pump. KT000099 - Structure & Function

3

Fuel Transfer Pump Operation


The Lobe pushes against the plunger in the fuel transfer pump to create a pumping action. Check valves control the direction of the fuel flow, and prevent bleed back during engine shut down. KT000099 - Structure & Function

Fuel Transfer Pump Operation


As the high point of the cam lobe rotates away from the fuel transfer pump, the spring forces the plunger toward the cam shaft.


Transfer Pump Fuel Flow


The pressure on the fuel in the piston bore closes check valve “B” and opens check valve “A” and fuel is now forced to the low pressure supply line. As the piston moves fuel is also drawn into the supply cavity . As the high point of the cam lobe rotates toward the fuel transfer pump the plunger and piston are forced back. KT000099 - Structure & Function

4

Transfer Pump Fuel Flow


The pressure of the fuel on the spring side of the piston causes check valve”B” to open and check valve “A” to close. This allows fuel in the spring cavity to flow to the other side of the piston. Once the plunger is on the high point of the cam lobe the cycle repeats. KT000099 - Structure & Function

Hand Primer


A second plunger allows manual priming and bleeding of air from the system. When the plunger is depressed , check valve “B” prevents back flow and fuel is forced through check valve “A”. KT000099 - Structure & Function

Hand Primer Operation


When the plunger is released the spring forces the plunger outward, this action creates a suction that causes check valve “A” to close . At this time the suction draws fuel through open check valve “B” Note: from the discussion of the check valves it should be understood that the fuel transfer pump will not function if the check valves are blocked open with particles in the fuel. KT000099 - Structure & Function

5

Fuel Return


The volume pumped by the fuel transfer pump will vary with engine speed , but will always provide more fuel than the injection pump requires. Excess fuel flow is returned to the supply tank from the vent fitting on the injection pump. KT000099 - Structure & Function

Fuel Filters:


Fuel under pressure from the transfer pump flows through the fuel filters


Fuel Filters & Water Separator:



Fuel water separation and filtration is the key to trouble operation and long life of the fuel system. Some of the clearance between pump parts are very close. For this reason foreign material must be filtered out to prevent damage to pump parts . On this particular operation the fuel filters are located on the lower right side of the engine.

6

Fuel Filters


Fuel flows into the filter head and around the outside of the filter element. Fuel then flows through the filter element . The filter elements will remove particles as small as 25 microns.


Filter Replacement


Good filters are required to protect the integral components of the fuel system . For this reason change the filters at regular service intervals and use only recommended filters. The maximum allowable pressure drop across the fuel filters is 1.5 in Hg. KT000099 - Structure & Function

Cummins Operation and Maintenance Manual


If the fuel system has a water separator , moisture precipitates down to the collection chamber at the bottom of the separator . Refer to the Operation and Maintenance Manual for drain intervals.


7

KOMATSU Presents


Fuel System Familiarization II on the SA12V140Z-1 / QST30 KT000099 - Structure & Function

Fuel Injection Pump:


After flowing through the fuel filter elements fuel flows up through the filter head and into the fuel injection pump.


Fuel Flow


Fuel flow in the injection pump is limited to the fuel gallery, pump fittings and vent fittings.


8

Low Pressure Supply Line


The Low Pressure Supply Line conveys fuel to the injection pump inlet. The pressure in the low pressure supply line will normally exceed 50 PSIG


Vent Fitting


A vent fitting on the fuel injection pump contains a check valve that normally opens at 40 PSIG to regulate supply line and gallery pressure. During normal operation a pressure of 40 to 50 PSIG




On new installations or servicing, the gallery can be filled with fuel by the hand operated primer on the fuel transfer pump prior to attempting to start the engine. The fuel gallery is the source of fuel for the pumping elements.

9

Pumping Elements:


There is a pumping element for each cylinder.


Pumping Element


Each pumping element consists of Barrel, Plunger, Control Sleeve, Plunger Spring, lower spring seat and roller tappet. The lifting and retraction of the plunger provide the pumping action for fuel delivery. KT000099 - Structure & Function

Pumping Element:


Each The following sequence will illustrate the pumping action for delivering fuel to the engine cylinders. Lets began with the roller tappets at the inner base circle.


10


Fuel flows from the gallery through the fill/spill port filling the bore between the plunger and the delivery valve. As the camshaft rotates the plunger is lifted until the fill/spill port is closed.



Sealing a quantity of fuel in the bore, this is called port closure. Continued lifting of the plunger reduces the volume above the plunger creating the fuel pressure necessary for injection.


Injection Pressure


When pressure in the delivery valve exceeds 500 PSIG plus residual pressure in the high pressure lines, the delivery valve opens and fuel flows into the injection nozzle.


11

Fuel Injection


Fuel injection stops when the plunger is lifted and the helical slot on the plunger opens the spill port. When this happens the fuel above the plunger suddenly flows back into the fuel gallery. The pressure above the plunger suddenly drops and the fuel pressure in the high pressure lines closes the delivery valve. KT000099 - Structure & Function

Delivery Valve:


The delivery valve performs two functions as it closes, first the retraction collar seals fuel in the high pressure line as it enters the valve body. This maintains a solid column of fuel in the injection pump for injection. KT000099 - Structure & Function

Delivery Valve


The continued movement of the valve cone to it’s seat on the valve body increases the volume of available fuel, allowing the pressure in the high pressure line to reduce rapidly. The plunger continues to force fuel into the gallery until top dead center. KT000099 - Structure & Function

12

Delivery Valve


The plunger is returned to bottom dead center to begin another cycle. The plunger spring keeps the roller tappet in contact with the cam lobe and causes the plunger to retract as the high point of the cam rotates away from it KT000099 - Structure & Function

Control Sleeve


The control sleeve rotates the plunger, this action controls the quantity of fuel delivered to the cylinder. The following sequence illustrates the position of the vertical and helical slots in the plunger in relation to the spill port. KT000099 - Structure & Function

Zero Delivery


The plunger is rotated so the vertical slot on the plunger is aligned with the spill port. In this position as the plunger lifts, fuel is not sealed above plunger and there is no fuel delivered to the cylinder. KT000099 - Structure & Function

13

Lift Distance


For delivery of a quantity fuel less than maximum the plunger is positioned so the fuel is sealed above the plunger for some Lift Distance between port closure and port opening.


Maximum Delivery


For maximum delivery the plunger is positioned so fuel is sealed above the plunger for maximum Lift Distance between port closure and port opening. The amount of fuel delivered to the cylinder can be varied by positioning the plunger between maximum delivery and zero delivery. KT000099 - Structure & Function

Fuel Injector


From the fuel injection pump fuel flows through the high pressure fuel lines to the injector.


14

Injector Components


The injector consists of the Nozzle Holder, Shims, Spring, Intermediate Plate, Needle Valve and the Nozzle.



Lets begin the discussion with the fuel flow to the injector where the plunger is lifting and the delivery valve just opened.



Fuel displacement into the high pressure line raises the pressure in the line until it overcomes the spring force on the needle valve in the injector causing it to open. KT000099 - Structure & Function

15

Needle Valve


The spring load on the needle valve keeps the valve closed until a preset opening pressure is reached. The opening pressure varies for 3000 to 4000 PSI. Opening pressure is determined by engine rating.


Popping Pressure


The point at which the needle valve lifts is called opening pressure setting. This is also referred to as the Popping Pressure. Setting shims are used to adjust this setting.


Peak Line Pressure


The fuel pressure continues to rise as fuel is forced through spray holes in the nozzle tip. Peal pressure can be as high as 18,000 PSI. The inside diameter, length and rigidity of the high pressure lines are critical for smooth engine operation. Use only recommended lines. KT000099 - Structure & Function

16


Recall before when the delivery valve closed it allows the pressure in the high pressure line to be reduced rapidly. This reduction in pressure in the high pressure line allows the needle valve in the injector to close very quickly.



This action prevents dribbling of fuel in the cylinder. Fuel provides lubrication and some cooling effect for the needle valve. Fuel leaking past the needle valve drains through the spring cavity into the drain manifold and back to the supply tank. KT000099 - Structure & Function



KT000099 08/99

17




Rotate the engine slowly clockwise until the crankshaft damper pointer aligns with the specified engine timing, which is provided on the engine dataplate, before TDC for the right bank No. 1 cylinder on the compression stroke. NOTE: Both the right bank and left bank fuel pumps are installed with the engine in this position.



•Remove the No. 1 cylinder rocker cover •Verify that the No. 1 cylinder is on compression stroke.


18


Remove the fuel injection pump timing pin cap and verify that the pump is locked.



Timing Pin



Fuel Pump with Coupling


19


Fuel Pump Drives



Idler Gear Timing



Fuel Pump Drive


20

The fuel pump drive gear


If the pump does not align, remove the cover plate on the front gear cover to gain access to the fuel pump drive gear. NOTE: The fuel pump drive gear is a two-piece gear, secured by four capscrews. One of the four capscrews will be hidden from view by the large idler gear. KT000099 - Structure & Function


Fuel Pump Drives



Idler Gear Timing


21


Fuel Pump Drive


Install Timing Puller Bolt


Remove 13-14 mm of thread to a diameter of 6mm The remaining 25 mm of thread will be used to install the jack screws

Two Cap Screws M12x1.5 Komatsu PN 01011-31265 Cummins PN 3093727 KT000099 - Structure & Function

Tighten each capscrew with 1/4 turn until the two-piece gear assembly pops off the drive shaft taper.



22

Align Timing Marks


Rotate the engine clockwise until the crankshaft damper pointer aligns with the specified engine timing, which is provided on the engine dataplate.


Tightening Drive Gear


Install the injector pump lock pin. Tighten the large nut securing the two-piece drive gear to the drive shaft. Torque to 80 in- lb)



Force above 80 Inch pounds will damage Timing Pin


23


Tighten large nut securing gear to shaft. First to : - 80 in-lb Remove locking pin and tighten nut to 300 ft - lb. Tighten attaching bolts in gear. Mounting bolt:14 N•m (84 ft-lb)




24


Engine Sensors Section 3.6

S12V140Z-1

KT000099

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Engine Sensors Section 3.6

S12V140Z-1

KT000099



Quantum System Components

KT000099 08/99


1. Fuel Injection Pumps (right and left bank) 2. Fuel Injection Pumps( rightand left bank) 3. Electronic Control Modules (ECM) (right and left bank) 4. Fuel Shut Off Valves (FSOV) (right and left bank) 5. Intake Manifold Pressure Sensor (IMPS) (right and left bank) 6. Intake Manifold Temperature Sensor (IMATS) (right and left bank) 7. Needle Movement Sensor (right and left bank) 8. Oil Pressure Sensor (OPS) 9. Coolant Temperature Sensor (CTS)


1

Quantum System Components


10. Engine Speed Sensor (ESS) 11. Engine Position Sensor (EPS) 12. Coolant Level Sensor (CLS) 13. Ambient AirPressure Sensor (AAPS) 14. Coolant Pressure Sensor (CPS) 15. Fuel Injectors 16. Engine Wiring Harness 17. OEM Interface Harness 18. J1939 Backbone Harness


BOSCH RP39 Fuel Pumps


The SA12V140Z-1 / QST30 Industrial fuel system uses two Bosch RP39fuel pumps.These pumps contain actuators that control the timing sleeves and fueling racks. KT200199 - Work Equipment



Varying the current supply To these actuators via the ECM allows the SA12V140Z-1 /QST30 Industrial Fuel system to regulate engine timing and fuel metering.


2

Engine Speed /Engine Position Sensor l l

l l


Hall effect sensors ESS and EPS are the same sensor, both located in the flywheel housing ESS counts teeth on the ring gear EPS, 6 + 1 logic using holes in flywheel


ESS / EPS Troubleshooting l l l


No resistance check Supply voltage, 4.75 to 5.25 V Square wave signal voltage


Needle Lift Sensor l l

l


Provides start of injection information Used for closed loop timing control by the control system No fault code


3



The ECM supply current is based on various sensor inputs it receives. The ECM processes the information it receives from the sensors and controls the opening and closing of the actuators. KT200199 - Work Equipment



This action controls timing and fuel metering and then produces the correct horsepower and torque for the latest engine condition.


ECM Sensor Inputs



4

ECM Sensor Inputs l l

l

l l l l l


1. Accelerator Position Sensor (APS) 2. Intake Manifold Pressure Sensor (IMPS) 3. Intake Manifold Temperature Sensor (IMTS) 4. Oil Pressure Sensor (OPS) 5. Coolant Temperature Sensor (CTS) 6. Coolant Level Sensor (CLS) 7. Coolant Pressure Sensor (CPS) 8. Ambient Air Pressure Sensor (AAPS)


ECM Sensor Inputs



ECM Sensor Inputs l l l l

l l


9. Needle Movement Sensor (Needle Lift ) 10. Engine Speed Sensor (ESS) 11. Engine Position Sensor (EPS) 12. Optional: crankcase Blowby Flow Sensor (CBFS) 13. Optional: Oil Level Sensor 14. Optional: Oil Temperature Sensor


5

Secondary ECM inputs



Secondary ECM Inputs l l l l l l


1. Accelerator Position Sensor 2. Intake Manifold Pressure Sensor 3. Intake Manifold Temperature Sensor 4. Needle Movement Sensor 5. Engine Speed Sensor 6. Engine Position Sensor


Engine Speed Sensor


The engine speed sensor (ESS) (1) provides engine speed information to the ECM for engine governing. The engine position sensor (ESP) (2) works in conjunction with the Needle Movement Sensor (NMS) to provide inputs to the ECM necessary for timing control. Both ESS and the EPS sensors are located in the flywheel housing. KT200199 - Work Equipment

6

Engine Position Sensor (ESP)



Engine Speed Sensor (ESS)



Intake Manifold Pressure Sensor


The IMPS and the IMTS are located on the intake manifolds. The IMPS monitors positive manifold pressures used in the air fuel control function. The IMTS measures the turbocharger air temperature. It is also used for the engine protection systems. Both banks have their own sets sensors. KT200199 - Work Equipment

7

Intake Manifold Sensor



Coolant Temperature Sensors


The CTS provides data for optimized timing for emissions reduction and it is used for the engine protection system. The CTS is located in the thermostat housing. KT200199 - Work Equipment

Coolant Temperature Sensor



8

Coolant Level Sensor


The CLS, if equipped, is mounted in the radiator top tank. It is a fluid level actuated switch required for the engine protection system.


Coolant Level Sensor


NOTE: This is an optional sensor which will not be on all equipment. A shorting plug will be installed if the CLS is not used.


Oil Pressure Sensor


The OPS sends signals to the ECM for the engine protection system. The sensor is located on the engine block.


9


Oil Pressure Sensor


Coolant Pressure Sensor


The coolant pressure sensor (CPS) sends signals to the ECM for the engine protection system. The sensor is located on the thermostat housing.



Coolant Pressure Sensor


10

Ambient Air Pressure Sensor


The ambient air pressure sensor (AAPS) sends signals to the ECM to properly control fueling for different ambient air pressures. This sensor is located on the engine block.



Ambient Air Pressure Sensor


Oil Temperature Sensor


The oil temperature sensor (OTS) is provided with the CENSE option. It relays signals to the CENSE module as well as the QST30 master module for engine protection purposes. The OTS is located in the oil pan on the left side of the engine. KT200199 - Work Equipment

11

Oil Level Sensor


The oil level sensor (OLS) is provided with the CENSE option. It relays signals to the CENSE module as well as the QST30 master module.


Oil Level Sensor


The master module uses the information to determine if the oil is at a critically low level before start-up, or reaches this level anytime during engine operation. OLS is located in the oil pan on the left side of of the engine.


Crankcase Blowby Sensor


The crankcase blowby flow-rate sensor (CBFS) is used in conjunction with the CENSE module to monitor the crankcase blowby flow rate. The (CBFS) sends signals to the ECM for the engine protection system. The sensor is located in the gear case on the left side of the engine. KT200199 - Work Equipment

12

Needle Movement Sensor


Coil

Spring Seat

Pressure Spindle


Left 1 Needle Movement Sensor




Right 1Needle Movement Sensor


13

ECM Outputs


The electronic control module (ECM) processes all of the input data and then controls these output parts: • Rack Position Actuator (integral to the RP39 fuel pump) •Sleeve Position Actuator (integral to the RP39 fuel pump) •Fuel Shutoff Valve. KT200199 - Work Equipment

Bosch RP39 Fuel Pump



EDC Components


1. Control Rack 2. Return Spring 3. Short Circuit Ring 4. Actuator 5. Speed Sensor 6. Speed Wheel 7. Camshaft


14

Magnets


An Electromagnet When electric current flows though the coil, the iron core acquires all the properties of a magnet


INDUCTION


Principle of Electromagnetic Induction Magnetic flux lines create a voltage in a conductor if either the flux lines or the conductor is moving


Mutual Induction


When two coils are held close together, energy is transferred from one to the other by a magnetic coupling called “mutual Induction”


15

Rack Travel Sensor (Idle)



Rack Travel Sensor (Max. Rack)



Rack Sensor Voltage


Voltage ration between the measuring and reference coils, as a function of rack travel.


16

Rack Travel Sensor



Rack Position Sensor Structure





• The rack position sensor is located at the center of the governor housing it’s purpose is to sense exact location of the control rod with respect to the target position as instructed by the ECM •The rack position sensor consists of an E core, two sensing coils and two copper shorting plates. •One copper plate is installed on the end of the fuel control rod and the other is fixed to the laminated E -core. KT200199 - Work Equipment

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•The position sensor senses changes in coil inductance ( may be considered as impedance changes) as counters in the counter inductive force generated in the coil. •When a copper plate is placed in a position to intersect the magnetic field generated by the coils as shown above , the magnetic field beyond the copper plate is canceled. •That is, the counter electromotive force generated in the coil changes when the position of the copper plate changes. KT200199 - Work Equipment



•Another coil and copper plate are provided for compensation. They compensate for impedance changes such as temperature changes. •The sensing accuracy is increased by absorbing the abnormality caused by the influence of temperature , etc. through sensing of the control rod position by the ration (ratio of counter electromotive force) of impedance of the two sensing coils


EHAB Fuel Control



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Flow Diagram


•The fuel lift pump(4) draws fuel from the fuel tank (1). •The fuel is circulated through a Cummins or customer prefilter (2) and the fuel connection block (3).


Flow Diagram


The fuel then enters the fuel lift pump(4) where it is placed under pressure and Circulated through the on-engine fuel filters (5)


Flow Diagram


The fuel Flows through the fuel shut off valve (6). Tthen enters the injection pump (7), which builds injection pressure and sends fuel through the over flowvalve (B) which regulates the injection pressure and sends fuel to each of the injectors (8) at the appropriate time. KT200199 - Work Equipment

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Flow Diagram


The over flow valve (B) regulates the fuel supply pressure To the injection pump and sends excess fuel back to the fuel tank(1).This fuel will travel through the over flow valve(8) and through a "T" where it will join with the unused fuel from the injectors(8).The fuel will then flow through the fuel connection block(3) and back to the tank(1). KT200199 - Work Equipment



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Engine Controls Section 3.7

S12V140Z-1

KT000099

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Engine Controls Section 3.7

S12V140Z-1

KT000099



KT000099 08/99


QST30 / SA12V140-Z1 Engine Control System


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Contents l l l l l l l l


Overview SAE J1939 Backbone Harness ECM Inputs ESS/EPS Needle Lift Sensor Controls Scheme RP39

l l l l l l l

Fuel Flow EHAB Diagnostics INLINE II Datalink Connectors INSITE/ESDN CENSE


Overview


The QST30 utilizes an electronically controlled fuel system. Fuel metering and timing is regulated via two Bosch RP39 fuel injection pumps. The control system utilizes two CM552 electronic control modules that communicate via a SAE J1939 datalink.


SAE J1939 Datalink


What is a datalink? J1587/J1708/J1939


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What is a datalink?


Datalink: a communication link between various sources of data on a vehicle or equipment – Engine/Vehicle control – Change programmable parameters – Service info (faults, performance data, history data, etc.)


SAE J1587/J1708 & J1939


l Each

is a specification of how information should be passed on the datalink, or the datalink hardware l All current Cummins electronically controlled engines utilize J1587/J1708


Why move to J1939?


Faster, more robust data transfer for the control system l Vehicle integration l Vehicle information (not only engine) l Multiplexing l Multiple modules l Single point service tool connection l


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J1939 Backbone Harness


l Maximum

total length: 40 m (131 ft) stub length: 1 m (3 ft) l Maximum number of nodes: 30 l Maximum


Backbone - Troubleshooting


l Cannot

monitor voltage on datalink with fluke, must use a oscilloscope l Check continuity in each line l Check for 55-65 Ohms resistance Lines A&B l Insure proper grounding of line” C”


Review of Primary ECM Inputs


– Throttle position – Engine speed / Engine position – Intake manifold pressure – Intake manifold temperature – Engine oil pressure – Coolant temperature – Ambient air pressure – Coolant level – Coolant pressure – Various OEM switches – Needle lift sensor – Rack position feedback KT200199 - Work Equipment

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Review of Secondary ECM Inputs

– – – – – –


Throttle position Engine speed / Engine position Intake manifold pressure Intake manifold temperature Needle lift sensor Rack position feedback


Technical Presentation Kit S12V140Z-1 Engine

QST30 Industrial Fuel System Fuel System Controls

S12V140Z-1 Engine

Engine Controls

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l

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KT200199


Utilizes two CM552 electronic control modules Modules in a primary/secondary ECM configuration Left bank module is the primary module Each module controls a Bosch RP39 Fuel Pump


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ECM Identification

l


Source address identification is down through the wiring harness. Primary ECM 10 19

Secondary ECM

47 48

10 19

+ 5 Volts DC

47 48

+ 5 Volts DC


Fueling / Timing Calculations l

The Primary ECM uses various ECM inputs to determine fueling and timing values.


Various Sensors

Engine Speed

Primary ECM

Throttle Position



The fueling and timing values are passed to the secondary ECM via the J1939 datalink.

Primary ECM

Secondary ECM J1939 Datalink


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Each ECM controls an individual fuel pump. Fueling and timing commands are converted into desired fueling rack and timing sleeve currents.

Primary ECM


Desired Rack Current Desired Sleeve Current


RP39

RP39

Each bank is running independently from this point.



The actual rack position is estimated by the rack position feedback sensor. The start of injection is determined by the needle lift sensor. Primary ECM



NLS


RP39

RP39

Estimated Rack Position

Estimated Rack Position

Estimated Start Of Injection

Estimated Start Of Injection

NLS

From these, closed loop fueling and timing control are obtained. KT200199 - Work Equipment

RP39 Fuel Pump l l l


Rack position Timing Sleeve Position Rack position feedback sensor


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Start of Injection Calculation


The needle lift sensor, engine position sensor, and engine speed sensor all work in conjunction to estimate the engine position during the start of injection. Needle Lift Signal

4th EPS Interrupt

TDC

142 Degrees BTDC SOI Feedback

Current Crank Angle

Distance From Last Tooth


Fuel Flow l l


Fuel flow diagram EHAB (fuel shutoff valve)


EHAB Specifications l


24 Volt EHAB – Internal Resistance: 38.5 - 43.5 Ohms – Minimum Pull in Voltage: 15.2 Volts – Minimum Hold in Voltage: 16.5 Volts

l

12 Volt EHAB – Internal Resistance: 10.2 - 11.2 Ohms – Minimum Pull in Voltage: 8.2 Volts – Minimum Hold in Voltage: 8.5 Volts


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Technical Presentation Kit S12V140Z-1 Engine

QST30 Service Tools INSITE & ESDN

S12V140Z-1 Engine

KT200199


QST30 Industrial INSITE will allow communication to both control modules through a single point hookup.

J1939 Datalink Primary ECM

Secondary ECM

Service Tool


INLINE II Datalink Adapter l

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New datalink adapter developed for J1939 communications Reprogrammable Kit part number: 3162844 Currently uses 3 pin backbone connector 9 pin connector for future


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INSITE Features l

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Adjustable Low Idle allows the customer to either set the engine speed with INSITE or adjust with an increment / decrement switch Alternate Torque provides the customer two additional torque curves controlled by a cab switch Alternate Droop gives the customer two alternate droop settings that can be controlled by a cab switch Switched Speeds allows the remote throttle to be configured to operate as a switched input with up to 5 selectable set speeds


INSITE Features l

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Alternate Low Idle provides the operator with a secondary low idle speed that is accessible through a cab switch Intermediate Speed Controlmaintains constant engine speed for varying loads. Three different set speeds can be selected depending on OEM availability Remote Throttle allows the operator to control the engine speed from a position other that the driver’s seat Low Oil Level Shutdown on engines with CENSE prevents an engine from starting with an inadequate amount of engine oil


INSITE Features


Monitor both ECM’s at once...


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INSITE Features


Read fault codes from both ECM’s at once......


Engine Protection Options l l l l l l


Coolant pressure Coolant temperature Coolant level Intake manifold temperature Oil pressure Engine overspeed


Duty Cycle Monitor



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Fuel Consumption Monitor



Single Bank Cutout



ESDN l l

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Electronic Software Database & Network Calibration download to both modules through J1939 backbone Key on download, modules calibrated sequentially Transparent to user, insures identical calibrations in each module


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CENSE


l

CENSE engine monitoring system is optional on the QST30

l

Will be an integral part of the J1939 configuration Uses the CM500 ECM (same as QSK19)

l

J1939 Datalink

Primary ECM

Secondary ECM

Service Tool

CENSE Module CM500

RS232

INSITE for CENSE


CENSE Additions to the control system l


Sensors provided with CENSE for the CM552 modules: – Crankcase blowby pressure – Engine oil level – Engine oil temperature

l

Engine protection parameters via CENSE – Crankcase blowby pressure – Engine oil level


ECM Engine Protection



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Engine Protection Features


The fuel system control features an engine protection system that is designed to prevent engine damage due to prolonged exposure to extreme conditions. The ECM monitors the following systems to provide this protection. ••

Coolant level Coolant temperature •• Oil pressure •• Intake manifold temperature ••


INSITE - Features and Adjustable Parameters


Engine Protection can also be enabled or disabled from the Features screen in INSITE’s Features and Adjustable Parameters function. Engine Protection Shutdown is also enabled or disabled from this screen. KT200199 - Work Equipment



When the ECM detects a out-ofbounds condition, a series of protective actions are initiated. The action initiated is dependent on the severity and duration of the condition. KT200199 - Work Equipment

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The protective actions are as follows: •• Engine protection lamp is lit and a fault is logged •• Engine torque and [or] speed is derated •• Engine shutdown is activated


Engine Protection Lamp


The first level of protection is the Engine Protection Lamp When a parameter being monitored goes outof-bounds, the ECM lights the engine protection lamp and logs a fault The engine protection lamp is the operator’s first indication that a system parameter is out-of-bounds KT200199 - Work Equipment

Torque and Speed Derate


After turning on the engine protection lamp, the ECM starts recording elapsed time and monitors the severity of the event If either duration or severity exceed a programmed value, the ECM initiates a torque and/or speed derate.


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Torque and Speed Derate


After a derate is initiated, the ECM will continue to monitor both duration and severity and will shutdown the engine if the condition ‘s not corrected The engine shutdown feature can be overridden through OEM calibration options KT200199 - Work Equipment

Altitude derate


The OST30 fuel system will automatically derate the engine at a predetermined altitude. The ECM determines altitude by monitoring ambient air pressure and, using calibration tables, determines the altitude derate


Overspeed protection


If the engine speed exceeds a predetermined RPM, the ECM will remove power from the fuel shutdown solenoid valve stopping fuel flow to the system. KT200199 - Work Equipment

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It will also log a fault and continue recording engine data When the engine speed drops to a predetermined RPM, the ECM will apply power to the shutdown solenoid to restart the engine.




The ECM can be programmed to deny engine restart if a predetermined number of shutdowns has occurred. This prevents the use of the engine when an intermittent problem exists. KT200199 - Work Equipment

ECM Fault Diagnosis


QST 30 Fault


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Engine protection lamp


The engine protection lamp is used to warn the operator of the following conditions ••

Coolant/intake temperature out of range

••

Oil/ambient pressure out of range.


Engine protection lamp


••

Coolant level out of range. The protection lamp will light and stay on as long as any of these conditions exist

••

Fuel temperature out of range.


Warning/Stop engine lamps


The yellow warning lamp is used to warn the operator that a component or system has logged a fault the vehicle can continue operation, but the conditions must be corrected as soon as possible.


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Warning/Stop engine lamps


The red engine stop lamp is used to warn the operator that a major system problem has occurred the vehicle should be shutdown as soon as possible


Diagnostic switch


The diagnostic switch is used in conjunction with the yellow and red fault lamps to display active fault codes. With the engine not running and the key switch in the “ON” position, move the diagnostic switch to the “ON” position to check for active fault codes. KT200199 - Work Equipment

Flash code sequence


The fault code flash process sequence begins with the WARNING (yellow) lamp flashing once There will be a short one to two second pause and then the STOP (red) lamp will flash out the three digit fault code There will be a short pause between each digit in the code. KT200199 - Work Equipment

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Flash code sequence


After the code has been flashed, the yellow lamp will flash and then the red lamp will again flash out the same fault code The system will continue flashing this same fault code until the diagnostic switch, increment/decrement switch, or key switch is activated KT200199 - Work Equipment


To display the next active fault code, move the increment/ decrement switch to the increment position Ii there is another active fault code, it will flash out as before if there is only one active fault code, that code will flash out again KT200199 - Work Equipment


If there are multiple active fault codes, use the increment/ decrement switch to move through the list The increment position will move forward through the fault list and the decrement position will move backward through the list If you move completely through the list of codes, you will come back to the first code again. KT200199 - Work Equipment

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QST30.pdf

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