2800 Electronic, Mech Jan07

2800 Electronic/mech 07Proprietary Information of Perkins Engines Company Limited 2006 - All Rights Reserved Perkins Confidential ‘Green’
Perkins 23/25/2800 Series
Diesel Engine Training
Perkins Product Training
Proprietary Information of Perkins Engines Company Limited 2006 - All Rights Reserved Perkins Confidential ‘Green’
Domestics
Please Note
The product training information is distributed for informational purposes only. It is not to be construed as creating or becoming part of Perkins Engines contractual or warranty obligations
The appropriate service literature, including ‘Service Bulletins’ now available on the www.perkins.com Secured Website, should always be the final authority and source of information
Wiring Diagrams/Electrical Drawings, wire numbers and connection points may change.
Course Objectives
At the end of the course the delegates will be able to –
Show technicians strip down techniques and the use of special tools
EST(Electronic Service Tool) and fault diagnosis procedures specific to 23/25/2800
Worldwide ‘Off Road’ Legislation Today
Environmental Protection Agency / European Union
Regional Legislation
No Legislation Requirements
Countries using legislation levels as stepping stone to go to latest level of emissions-compliance e.g. Turkey and India – will Brazil do same?
‘Off Road’ Emissions Legislation
without Emissions Legislation.
with Tier 1/Stage I Emissions Legislation
Tier 2
with Tier 2/Stage II Emissions Legislation.
Tier 3
with Tier 3/Stage III Emissions Legislation.
‘Off Road’ Industrial - Ever Cleaner Engines
1980’s
NOx; NOx + HC (g/kWh)
Electronic Engine Benefits
Improved Specific Fuel Consumption (SFC) through precise control of Injection Timing and Duration.
Machine protection under extreme operating conditions.
Easy servicing and fault diagnostics, Electronic Service Tool, (EST)
Exceeds emissions legislation and has a lower noise level.
Better engine ‘responsiveness’.
Further cost savings through integration into ‘Genset' design (CAN)
Improved torque, different torque curves available, torque ‘shaping’
Rating changes available, Base Load, Prime, Standby, 1500/1800
Configuration files, gives the customer flexibility, droop, etc
2306 and 2806 Engine Numbering
FGA 06 - 1234 - U - 5678 - K
‘F’ Engine Family, 14.6 litre
‘H’ Engine Family, 15.8 litre
‘J’ Engine Family, 18 litre
A = TAG 1 (Turbo-Air to air charge cooled-Genset)
B = TAG 2 (Turbo-Air to air charge cooled-Genset)
D = TAG 3 (Turbo-Air to air charge cooled-Genset)
Generator Set Engine
Number of Cylinders
Engine Serial Number
Country of Manufacture
Engine Ratings - Definitions
of published base load/continuous power
10% overload available 1 hour in 12
Power available for continuous full load
Prime Power
of published prime power over 24 hours
10% overload available 1 hour in 12
Standby (maximum)
Power available at variable load in the event of a mains power network failure, up to a maximum of 500 hours/year of which 300 hours may be continuous
No overload is permitted and the load factor is 100%
2300/2800 Series Engines
Reliable Power
compression ratios ensure clean rapid
starting. World Wide Support from
4000 Distributors.
compact size, excellent service access for
ease of maintenance
2300/2800 - Engine Component Changes
Performance Related
2306/2806 Product Features
Combined primary and
2306/2806 Product Features
Composite oil pan
Composite top cover
Torsional vibration damper
2806 -18 litre Product Features
Twin exhaust manifolds
Twin turbochargers
30% larger capacity oil cooler
No Derate with temp of 40 – 50 degrees C @ Sea level
No Derate with temp of 37 degrees C @ 1000 meters (7% Derate 700KVA low emission rating only)
De-rates dependant on SFC / emission
Noise 104 dBa @ 50Htz 1500 rpm
106 dBa @ 60Htz 1800 rpm (no worse than 3012)
Cold start unaided down -10degrees C
aided down -25degrees C (using optional system)
18litre has lower compression ratio pistons than 16 litre thus cold start aid will be required.
Balanced air flow to turbo-chargers – 21% oxygen in air – high air flow through inlet side of turbo’s we require more oxygen for combustion process/ power
Common exhaust outlet
Rocker Assemblies
Second oil pressure feed to cylinder head 18 Litre (external)
Roller-type rockers drive the unit injector and the paired inlet and exhaust valves, via the bridge pieces.
The roller follower reduces wear on both the camshaft and the follower itself, extending the intervals between adjustments
This reduces the overhaul maintenance cost of the engine
Cylinder Head
Forged steel overhead camshaft
Four valves per cylinder
The EUI to be positioned centrally of the four valves for symmetrical fuelling.
This gives a more complete combustion, improved efficiency and reduced emissions.
Cylinder head thickness:
Used (min) 119.50mm (4.705in)
Or a max of 0.03mm (0.001in) across 76.2mm (3.00in)
Weight:
Valve Assemblies
One of three oil feed drillings
The rocker shaft seat oil gallery also supplies the camshaft bearings and rocker gear.
Valve springs may be removed with head fitted to the engine
Refer to workshop manual page 39
Tools:
This extends the working life of the valve seats.
Inlet valve 30° seat
Ex valve 45° seat
Tools:
Valve/Injector Clearance
Normal service interval 1000hrs or 24 months
Valve clearances and EUI injector settings may be adjusted during the same service operation
Note: Rotate crankshaft in direction of engine rotation to locate timing pin at No 1 piston TDC. If the engine is rotated past TDC the crankshaft must be rotated in the opposite direction to a minimum of 45°
Tools
Button and ‘O’ ring
Rotate crankshaft in direction of engine rotation to locate timing pin at No 1 piston TDC.
With the timing pin located and both the inlet and exhaust valves for No 1 cylinder fully closed. No 1 piston is on compression stroke at TDC
Set feeler gauges between bridge piece and “Button”
Move bridge piece to reduce oil film effect before resetting clearances
Valve locknuts 30NM+/- 4NM 22lbft
Note: Rocker and injector arm “Button” may be replaced but always replace sealing O ring. (Workshop manual page 30)
Tool CH11149
Machine shoulder
Checking correct adjustment
Use the fuel injector setting gauge obtain the correct operating height.
The dimension to be measured is from the top of the unit injector to the machined ledge on the fuel injector body
This dimension should be 78,0 +/- 0,2 mm (3.07+/- 0.01in).
Slacken the lock nut and use the adjustment screw of the rocker lever to obtain the correct dimension.
Tighten the lock nut to a torque of 55 +/- 10 Nm (41+/- 7lb ft).
Tools:
Inlet valves 1,2,4
With Number 6 Cylinder at TDC compression stroke adjust
Inlet valves 3,5,6
Clearances
Injector Sleeve
A stainless steel sleeve is used in the injector bore to seal the coolant
The sleeve is sealed using three ‘O’ rings. However, combustion gases are sealed by the injector seating on the metal in the cylinder head bore.
The ‘O’ ring seal fitted on the injector nozzle provides a combustion gas seal until a carbon dam is formed.
Injector Sleeve
A failed seal results in blow by and a hot injector
A line contact seal is attained
The injector seating area is seen in the upper left picture.
The injector sleeve sealing area is seen in the lower left picture
If the injector gas seal to flame face of the head fails the lower seals of the injector sleeve are open to attack. If this happens gas blow by occurs resulting in a hot injector.
The right hand picture shows a lower Viton O ring has stress relaxed, hardened and then cracked. The injector has then discoloured due to heat
Note: The injector gas seal is a taper on the injector into a taper in the cylinder head i.e.. Steel into cast iron – no copper washer
Injector Sleeve
Apply CV60889 anti-seize compound to the ‘O’ ring seals and to the large diameter (B1) off the injector sleeve
Apply CV60893 retaining compound to the small diameter (B2) off the injector sleeve.
Camshaft
Drive gear dowel location
Long-overlap camshaft gives extended period during which both inlet and exhaust valves are both open, allowing a greater through put of air to cool the cylinder and increasing in-cylinder durability at high powers
Injector lobe lift 10.451mm (0.412in)
Max wear 1.0mm (0.0394in)
Tools:
Guide stud GE50019
Lifting hooks GE50025l
Additionally use alignment tool GE 50016 when fitting the camshaft. Take care not to damage cam bearings
Thread lock 21820 117 (thrust plate bolts)
Camshaft
Camshaft
Thrust Plate and Seal
Remove the three bolts retaining the thrust plate, adaptor plate and seal
To assist in the removal of the camshaft seal use one of the thrust plate retaining set screws to push out the seal.
A hole in the seal housing is threaded for this purpose.
When re fitting the seal ensure both ‘O’ ring seals are located correctly and have been lightly lubricated with engine oil.
Head Gasket/Spacer Plate
Cylinder head gasket
Apply lubricant CV60895 to head bolts, washers and threads
Renew all O rings and coolant seals when refitting spacer plate and gasket
Torque:
Stage 3 Repeat stage 2
3 x Spacer Plate Thickness
Standard: 8,585+/- ,025 mm (0.3380+/-0.0010 in) Minus:- 0,076mm (0.003in) thinner Minus:- 0,152mm (0.006in) thinner
Thickness of shim gasket:
Thickness of cylinder liner flange:
8,890 +/-0,020 mm (0.3500 +/- 0.0008 in)
Minimum thickness permissible:
Exhaust Manifold
Thermal sleeve
Air gap
A stainless steel ‘thermal sleeve’ is inserted the exhaust port.
There is and air gap between the sleeve and the exhaust port. This contains the heat in the exhaust system until it reaches the turbocharger.
This reduces the amount of heat that is transferred to the cooling system and adds to the thermal efficiency of the turbocharger.
The 2806-18 thermal sleeve has been changed to suit the re-designed exhaust manifolds
Cylinder Block
Open Summit Cylinder Block
The cylinder block provides strength by sculpturing the sides and increasing the nominal tensile strength of the material used (high grade iron) by 13%.
Cast oil galleries supply lubrication for the crankcase, bearings and piston crowns via oil spray jets.
Cast coolant galleries supply coolant for the top piston ring areas of the liner. This configuration provides rigidity, and will resist the deflection that is caused by combustion
Cylinder Liners
(2806)
2306 three lower liner ‘O’ ring seals are all identical in size
2306-14 litre bore size = 137mm
The liner seals (‘O’ rings) either black or brown in colour.
Brown O rings require lubricating with engine oil
Black O rings require liquid soap to be applied.
Do not lubricate the O rings too early as the lubrication causes the rings to swell and this could cause them to become trapped and damaged on fitting.
The filler band should be Immersed in oil and fitted immediately. Otherwise the O ring may swell and become pinched during installation .
Tools:
Cylinder Liners
Tools:
Protrusion tool GE50002
Note: Cylinder liner protrusion is measured from the top of the cylinder liner to the top of the spacer plate
Ensure that the top face of the cylinder block is clean
Ensure that the cylinder liners are fitted to their original positions (if being re-used)
Measure the liner protrusion at the four positions shown (B1, B2, B3 and B4 in the workshop manual) and record the measurements for each cylinder
Add the four readings for each cylinder and divide the sum of the readings by four to obtain the average reading for each cylinder
Pistons
Oil cooling gallery
Piston durability and reliability are enhanced.
The compression height of the piston can be reduced, allowing a more compact block.
Tighter land clearances and ring groove side clearances are achievable
Higher ring groove positions are achievable for the same temperatures (low thermal conductivity of steel + efficient ring belt cooling).
Pistons
Alloy skirt:
Piston guidance is improved as the skirt can be run with much tighter clearances.
Reduced land contact / bore polish as the side load is taken by the skirt portion only.
Reduces piston slap and overall friction, improving efficiency and helping to reduce fuel consumption
Piston/Con-Rod Assembly
Tightening con-rod bolts
Apply anti-seize compound CV60890 to the bolt threads and Install the bolts and bearing cap.
Torque 90+/-8Nm (66+/-6lbft)
The nuts must then be turned through a further 90°.+/-5°
Tools
Pistons
Pistons/Con-Rod Assembly
2806-18 Piston
Oil supply to small end bearing
Torque bolts (A) and (C) 70 Nm
Torque bolts (B) and (D) 70 Nm
Turn bolts (B) and (D) 60 deg
Torque bolts (A) and (C) 70Nm
Turn bolts (A) and (C) 60 deg
Torque piston cooling jet bolts (7) 40Nm
Lubricate bolt threads and their contact faces before assembly
Piston Cooling Jets
Piston cooling jet
Part Number GE50004
Use the piston cooling jet alignment tool to ensure the correct jet orientation
Note: do not fit a damaged or distorted cooling jet
Tools:
Note:
Various sizes of cooling jet are used to compliment the piston. Ensure the correct jets are used.
Piston Cooling Jets
Entry to cooling gallery
Crankshaft
Thrust washer position
The crankshaft is steel forged with induction hardened journals and fillets. Eight counterweights are forged integrally.
The seven main bearing caps are numbered and aligned with the corresponding numbers on the side of the block, the arrows on the bearing caps point towards the front of the cylinder block
Thrust bearings are positioned in the centre main bearing cap
Apply Anti-seizure Compound CV60890 to Big end and Main Bearing Bolts
2 stage main bearing torque:
Starting at bearing tab side 260+/-14Nm (190+/-10lbft)
Then opposite tab side 120+/-5°
Crankshaft End-float
Crankshaft
2806-18
2806-18 Crankpin (big end journal) diameter 7mm larger when compared to the 2806-16 litre
Change to big end bearing due to increased big end journal and con-rod design change
Crankshaft
180° thrust washers
fitted to block
oil feed holes for the upper bearing are located at main bearing journals 2, 3, 5, and 6
Bearings 2, 3, 5 and 6 also have oil feed grooves.
These holes and the grooves supply oil to the connecting rod bearings.
Install the thrust washers with the identification ‘BLOCK SIDE’ towards the cylinder block on No4 main bearing
The crankshaft can be reground 0,63mm &1,27mm (0.25in & 0.50in)
Block Stiffener Plates
Block stiffener plate Weight 27kg, Thickness 8mm on 2300 Series
Torsional Damper
2806-18 457mm (18in) finned.
The torsional vibration damper weighs approximately 25kg. (55lbs) and is fitted to the crankshaft nose.
Use two guide studs, 152mm (5/8-18 x 6in ), to assist removal and replacement.
It consists of an annular ring, which is a loose fit, within a casing.
The space between the annular ring and the casing is filled with silicone fluid.
The damper casing, which is attached rigidly to the crankshaft, will experience the same cyclic speed variations as the front of the shaft.
The annular ring will however rotate at a constant speed. .
Damage or failure to the damper can increase torsional vibrations which will result in damage to the crankshaft and other engine components.
Timing Gears
Coolant pump drive gear position
The crankshaft drives a group of gears on the front end of engine.
The front gear train provides power for the following components:
Camshaft Coolant pump Oil pump
Fuel transfer pump
Timing Gears
Timing case
Alignment marks
Timing gear
The camshaft drive gear is fitted with 8 steel balance weights equal-spaced around the gear
The weights are free to move in a rolling motion and are retained by a two steel ring plates.
As the gear wheel rotates the weights are thrown outward by centrifugal force.
As the damper (camshaft gear) rotates the individual weights also attempt to rotate within the damper. This balances out vibration as each cylinder fires during combustion.
This pendulum absorber also softens the shock load from the high EUI injector pressures, helping to reduce Torsional vibration.
The damper dramatically reduces gear train noise and loads while providing uniform injection cycles, the engine therefore runs more smoothly at all operating speeds.
When removing the gear use the camshaft gear stud, then remove the remaining 5 bolts and withdraw the gear.
The camshaft timing sensor is fitted to the rear and top of the timing case
Tools:Guide stud GE50019
Timing Gears
Complete this operation prior to rocker lever/ shaft assembly fitment
Align the engine on No 1 cylinder TDC compression stroke
Remove lower idler gear
Secure a DTi gauge to the timing cover, hold the camshaft stationary and measure the backlash of the idler gear.
Backlash 0,25 ± 0,08mm ( 0.010in ± 0.03in)
Adjustment is carried out by re-positioning the hub.
Idler hub nut torque 50Nm (37 lb ft) apply loctite 542
Cam gear bolt torque 2 240Nm
Note: Do not rotate the crankshaft with any of the timing gears removed and rocker assembly fitted. This this may result in damage to the pistons and / or valves
Refer to workshop manual page No50
Thrust plates must have their machined and grooved face, fitted towards the timing gears
Gear thrust plate bolts must be replaced each time they are removed and the threads must have sealant CV60895 applied to them before fitting
Crankshaft Seals
Seal Removal/Fitting
Must not be separated
Must be fitted dry
To remove:
To remove the crankshaft seal, drill 3 holes in the seal and fit self tapping screws. Use a suitable lever to pry the seal from it’s housing
Use the distorter tool, between the protection ring and wear sleeve, to distort the wear sleeve.
The distorter tool may have to be used in 3 equally spaced areas around the wear sleeve. Once the wear sleeve is loose it may be removed together with the tool.
Refer to workshop manual page No 66
Tools
Protection ring GE50010
Distorter tool GE50011
The crankshaft seals and wear sleeves are a matched set and should not be separated
Once separated the seals and wear sleeves cannot be re-used
The front and rear seals have different spiral grooves,(indicated by the direction of rotation arrow). If the seal is fitted in the wrong location it can cause oil to be drawn past the seal
Crankshaft Seals
To fit
Clean and the wear sleeve inside diameter and crankshaft outside diameter with quick cure primer. CV60892.
Apply retaining compound, CV60893, to the crankshaft outside diameter and use the installation tool to fit the wear sleeve.
Note: Do not allow any quick cure primer or retaining compound to touch the lip of the seal. The seal and wear sleeve must not be separated
Tools:
Induction System
2306 Blow-by levels are lower than 2806-16 due to:
Lower cylinder pressures than 2806-16
less ring area to allow gas to pass (smaller bore)
Induction System
Initial Restriction 2.5kPa
(inlet depression new)
(across charge cooler)
at high (ambient conditions)
Turbo Charger 2306 Allied Signal GT 50 2806 Borge Warner S 500 2806-18 twin Borge Warner S310
Induction System
2306 air filter 380mm (15in) Dia
2806 air filter 460mm. (18in) Dia
2806-18 air filter 533mm (18-21in) Dia.
The end cover is secured using quick release stainless steel fasteners to the air cleaner pinch band. Wing nut,if used, is tightened to 40 / 48 lbs inch
Both filters feature an in-built fixing gasket (seal) which both secures and seals the element.
Generally there are 12 / 14 pleats to the inch and the element will filter down to 3 micron
1 micron = 0.00004 in
10 micron = 0.0004 in
15 micron = 0.0006 in
Note: Water can flush grit particles larger than 3 microns through air cleaner elements.
Induction System
No oil priming required
Stainless steel thermal sleeves are fitted to the exhaust ports to reduce ’heat soak’, this is the amount of heat transferred to the cooling system.
This allows a lower heat loss prior to the turbo
The heat energy of the exhaust gas causes the turbine rotor to rotate at a high speed.
The turbo impeller draws in clean air and supplies it to the engine manifold under a pressure greater than atmospheric pressure. (boost)
The pressurised air passes into the cylinder via an air charge cooler
The exhaust gas leaves the turbine housing and is directed to the atmosphere via the exhaust pipe.
2806-18 uses twin S310 turbochargers
Induction System
2806-18 Turbochargers
The turbochargers are fitted to separate exhaust manifold sections, each covering three cylinders
Due to the very high speed experienced by the turbine shaft, 100000 r/m, the turbocharger requires an extremely good and consistent oil supply.
For this reason the oil supplied to the turbocharger comes directly from the clean side of the oil filter head.
The gravity drain from the turbo must never be allowed to become kinked or blocked.
Turbo ‘Boost’ Pressure
Induction System
A
I
R
C
O
O
L
A
N
T
The air charge cooler lay out shown here is the one used on Generating sets.
This system uses a pusher fan which draws air over the engine prior to sending it through the radiator.
On a generator set application it is therefore imperative that there is a good supply of cool air.
Induction System
Induction System
The 2806-18 coolant fan is the same size as the 2806C-16litre but the pulley ratio is different which enables the fan to rotate slower. A larger capacity radiator is also fitted
Fuel System
EUI Location
Trim code,
Below barcode
Put lever here
to remove Injector
The purpose of Injector Calibration is to enable a more precise fuel flow and timing balance between cylinders.
The injectors are flow checked and calibrated at the factory.
Any minute (but within specification) fuel flow deviations are represented by a Trim code etched on the top of the injector.
When the injector is removed fuel which has drained from the cylinder head fuel gallery, (into the piston combustion cavity), must be removed before refitting the injectors
MEUI wiring harness nut torque 2.5 Nm (22 lb.in)
Note: If for any reason injectors are changed or interchanged, calibration must be performed for the affected injectors
Tools:
Fuel System
Injector Seals
Do not re-use seals
Any replacement fuel injector must be programmed into the engines software by using the calibration menu of the Electronic Service Tool (EST)
If the new injectors electronic group code is not entered the previous injectors characteristics will be maintained
Note: If it is not possible to reprogram the four digit electronic injector code immediately the engine may be run and will not be severely harmed.
The new code must be entered as soon as possible to optimise engine performance.
Benefits of MEUI fuel system
Variable injection timing and duration giving lower emissions levels and reduced fuel consumption
High injection pressures for better fuel atomisation, more complete combustion and greater efficiency
Elimination of high pressure fuel lines, removing the potential for leaks
Single point injector clamping.
Expected Injector Life 10,000 hours.
Note: The rocker assembly will need to be removed to gain access to the injector clamp. This necessitates re-setting the valve clearance and injector height on reassembly.
Fuel System
To supply fuel to the MEUI injectors
To supply cooling for the injectors
To supply extra fuel to remove air from the system
Fuel is drawn from the tank and flows through the primary filter before entering the transfer pump. From the transfer pump, the fuel is filtered by the secondary filter and is then supplied to the fuel gallery in the cylinder head
The injectors draw fuel from the cylinder head gallery and spill return to the same gallery
A pressure regulating valve ensures that the pressure in the gallery is maintained and excess fuel is returned to the tank
Fuel System
Fuel Cooler/Return
Return flow dependant on engine load – Thermostat.
Fuel temperature should never exceed 55 °C
Return Fuel must be cooled to 40 ° C or less.
(No De-rate)
37°C @ 1000m.
Fuel System
Fuel Transfer Pump
The ‘gear type’ Fuel Transfer Pump, is driven from the non-adjustable idler gear
Once removed the transfer pump may be separated from the drive gear and housing
A fuel relief valve is set to open at 120psi, limiting excess fuel pressure
The Ecoplus fuel filtration system incorporates a re-usable canister with a disposal filter element .
This gives easier, cleaner and cheaper disposal for the operator.
It also reduces the impact on the environment
Primary Filtration 98.7% efficiency @ 10 micron . 85% emulsified water
Secondary Filtration 98.7% efficiency @ 2 micron
Max permitted water in fuel 0.05%
Note: Tighten canister to 90 Nm separation
Fuel System
4 spigot = Oil filter
The filter bowls have individuals threads.
This design feature, coupled with differing bottom location,
ensures that only the correct filter and bowl assembly can be
fitted to its designated position.
Use CV60896 anti seize grease on the threads
Use engine oil on the ‘O’ ring seal
Fuel System
Hand priming:
Release the pump plunger from its locked position and raise upwards. Fuel is drawn through the inlet check valve and into the plunger cylinder.
Push the plunger down and fuel is forced through the by-pass valve and into the secondary filter
They cycle is repeated until the priming is complete.
The plunger is locked back into position
Note: Do not crank the engine continuously for more than 30 seconds. Allow the starter motor to cool for two minutes before cranking the engine again.
Fuel System
Non-return/PRV
The fuel pressure regulating valve consists of a spring loaded check valve positioned in the filter head bracket
The pressure regulating valve opens at 5psi allowing fuel to return to the tank
When the engine is not running the regulator valve is closed preventing fuel from draining back to the tank
This maintains fuel in the cylinder head gallery at the injectors ready for engine start up.
Note: The fuel system priming pump is positioned in the filter head bracket
Lubrication System
system
Capacity - total system 68 litres
Sump maximum 60 litres
Sump minimum 45 litres
Lube oil temp - maximum 113°C
Lube oil pressure - rated speed 2.7-6 bar (40-88psi)
Lube oil pressure - min rated speed 2 bar (30psi)
Oil pressure relief valve opening pressure 6.1 bar (88psi)
When the engine is warm oil passes through the oil cooler and oil filter before it enters the main oil gallery
When the engine is cool, the high viscosity of the oil causes the by-pass valve to open and provide oil directly to the filter
To protect the engine the by-pass valve will open if there is a blockage / restriction in the cooler or the filter
Lubrication oil to the turbocharger is directed from the oil filter An oil passage at the front of the main oil gallery delivers oil to the cylinder head.
Some engine are fitted with an engine oil sample valve
ECO Type Oil Filter is used
Flow Rate Maximum
Recommended oil type Min API CH-4.
Lubrication System
Composite ‘High Capacity’ Sump
The sump joint is reusable, providing it is not damaged or leaking
When removing the sump from the engine, do not remove the special shouldered bolts from the sump when slackened off, they are used to retain the gasket to the sump
Composite material reduces the weight,cost and noise of the engine
Large capacity gives longer oil life and extends the time between oil changes, up-to 500 hours.
Using the correct torque sequence tighten the sump retaining bolts to 30Nm (22lbft)
Lubrication System
Oil Pump
The oil pump is of the spur gear type and is driven from the crankshaft gear.
A pressure regulating valve integral of the pump ensures a constant pressure is maintained
If the oil pump is to be dismantled slacken the drive gear bolt before removal
The pressure regulating valve (PRV) is pre set to
6.1bar (88psi.).
Lubrication System
valve
Ecoplus oil flow is the reverse of conventional spin on or element filters.
Dirt and abrasive particles are captured on the inside of the filter
Replacement of used filters is simple and hassle free
Canister remains clean
Drain plug - no oil spillage
Non-metallic materials
Lubrication System
head
The oil cooler assembly for the 2806-18 is longer than the unit fitted to the 2806-16 litre engine
Inset shows block emersion heater position
Cooling System
Capacity of complete system 50 Litres
Pressure cap setting 70kPa (0.7 Bar) (10psi)
Thermostat operating range Starts 88°C. Fully open 98°C
Coolant pump Gear driven, centrifugal type
Radiator Aluminium core, composite tanks
Fan Plastic, 8 blade, pusher type.
Maximum temperature. Top tank - 103°C
Recommended Coolant. 50% extended life coolant,
50% de-ionised clean water.
Coolant Life 3,000 hours or six years - max
The extended life coolant comes ready mixed and it is imperative that it is used in the 2800 series as older spec. coolant additives do not give the protection against cavitation.
Coolant Life 3,000 hours or six years – max
Pump out put flow determined by engine requirements not fan and alternator requirements.
Cooling System
ELC coolant to be used at all times
The radiator is fitted with composite top and bottom tanks.
A composite make-up tank is also used
An aluminium matrix is also used to give improved durability, compared to conventional copper / brass construction.
Due to its lower power out put the 2306 has a radiator that is reduced in height by 230mm and the charge cooler that is narrower.
Cooling System
Thermostat Housing
They are of the skirt sealing type.
23/25/2800 Series
Fuel Temp Sensor
Engine Oil and Atmospheric Pressure Sensors
Location of Calibration Probe (Plugged)
23/2800 Series
Cam Speed/
Position Sensor
Crank Speed/Position
23/25/2800 Series Electrical System
23/25/2800 ‘On Engine’ Wiring Harness
All fed from Jack 2 (J2) on the ECM
Connectors – A Reminder:
Keep connections to a minimum
Make sure all rubber seals are correctly fitted
Remember…
To happen to an ECM!
We have a very ‘Fault Tolerant’ extremely reliable system. Inevitably after many years,faults may occur.
Traditionally, if the problem is ‘Electrical’, wiring/ connectors are most likely to be the cause
Shorts/open circuits/high resistance connections, can be caused by any combination of corrosion/abrasion/ burning/vibration/fatigue and ‘liquid ingress’
Make sure all seals are correctly positioned. Blanking plugs must be fitted on any unused pins, to prevent any liquid ingress
Effects of ‘Bad’ (Resistance) Connections
24v dc
1 volt
2 volt
0.1 volt
1 volt
24v dc
19.9v dc
‘J’ Jack
‘P’ Plug
23/25/2800 Series MEUI Injection
Injection controlled by the 110 Volt Solenoid
The length of time the Solenoid is energized, and the timing of the energization are both controlled by the Electronic Control Module (ECM)
Mechanically Actuated
Electronically Controlled
23/25/2800 Series MEUI Injector
This solenoid has two states:
Solenoid de-energized (Off); The valve is open and liquid/gas can flow.
Solenoid energized (On); The valve is closed and no liquid/gas flows.
This type of solenoid is used for the Fuel Quantity Control inside the fuel pump.
MEUI Injector
Worn MEUI Injector Poppet Valves
‘O’ Rings
Wear on seat, caused by dirty fuel. Primary Filter 10 microns, Secondary, 2 microns
MEUI Injector Location
Injector ‘trim code’
Injector trim code
Electronic Control Module (ECM)
Speed Governing
Air/Fuel Ratio
Start/Stop Sequence
Basic System – A3-ECM Interactions
5 volt + 8 volt
The ECM is designed using Motorola’s MPC555 Micro-controller.
MPC555 is a 32bit microprocessor running at 40 MHz.
The ECM has 22Kbytes of FAST RAM (Read Only Memory) and a 448Kbytes flash EEPROM.
Power Supply.
5v dc Sensor Reference Voltage. +/- 0.25V
6.5v dc Internal Voltage.
2300/2500/2800 ‘Off Engine’ Wiring Diagram
J1- 70 Jack - Customer connection.
Also J3 - 40 Jack - Customer connection
‘J1 Jack
(Different Diagram)
Some Typical Connections - ECM
Communications Adapter
24 v
Use all your drawings (J1 & J2 Connection Diagrams to find the connection numbers for the above.
Processor.
Power Supply.
23/2800 Series ECM ‘Jack’ Connections
J1 (Jack 1)
2. Using the main wiring diagram, power up the ECM.
3. Check 5 volt and 8 volt, references voltages.
4. Short out 5 volt and 8 volt to 0 volt ref.
ECM Grounding
Grounding
Always ensure the ground straps are on the Engine and the ECM is connected to the engine block, via the ‘tag’ to prevent EMI, Electro Magnetic Interference, affecting the interior electronic circuits of the ECM.
Warning!
When carrying out welding or electrostatic paint spraying, special precautions should always be followed.
These are listed in the Perkins Mechanical and Electronic Installation Manual. TSL 4262, & TSL 4247.
Welding Precautions.
If welding on the engine remove the ECM.
If welding on the machine, ensure the welding earth clamp is placed close to the welding point.
Electrostatic Paint Spraying Precautions.
Connect all 70 pins of the MIC directly to the spray booth ground.
Connect the engine block to the ground at two points on bright metal.
Jump Starting Precautions.
Jump starting an can cause higher voltages, make sure they do not exceed the ECM maximum.
Electronic Control Module
Nominal battery supply voltage 18-32 volts (Max 48 for 2 mins)
Approximately 2 - 6 amps in typical application
10-15 mA in ‘sleep mode’ (ignition off/ECM power on)
High Reliability.
External connectors most vulnerable: bent ‘jacks’, J1, J2 over tightened ECM plugs etc.
No internal fuses or serviceable parts.
Never replace an ECM without first connecting Electronic Service Tool (EST) and carrying out basic diagnostics.
The ECM is the last component you should suspect.
Electronic Control Module info.
The maximum voltage supply is 48 volts for 2 minutes@ 25° C
Maximum operating temperature is 110°C
Minimum operating temperature is -40°C
2300/2800 Series ECM Power Supplies
+ to Diagnostics Lamps
- to Diagnostics Lamps
Minimum J1 Connections, to run a
23/2800 Series
Perkins Electronic Service Tool
(EST) to allow communication
What are the Jack connection numbers?
Processor.
Power Supply.
Ignition Circuit
Ignition Key Switch
This switch may be used for a controlled engine stop. The ignition switch does not switch off power to the ECM. The ECM remains connected to the battery via a fuse/circuit breaker, even when the ignition is switched off. Can also be used to reset faults. The Electronic Service Tool (EST) cannot communicate with the ECM when the Ignition switch is off.
Injection Disabled
If you want to stop the engine, use the ‘Injection Disabled’. This allows communication with the service tool (EST) to continue.
Emergency Shut-down
This button, interrupts the main battery power supply to the ECM and stops the engine. Not Recommended, Don’t forget the ECM is a computer, you do not just ‘chop off ’ the power.
23/25/2800 Series Engine Mounted Sensors
Engine coolant temperature.
System
Components
CV69938
1
GE50040
1
2300/2800 Series – Temperature Sensors
23/2800 Series Temperature Sensor Operation
18
ECM
Engine Coolant Temperature Sensor
EST Code 110
Temperature can be viewed through the ECM in °C/°F via:
J1939 CAN link
The sensor enables the cold start strategy
Also enables the calculation of the fuel limit and engine timing
Engine protection, Warning, Action Alert and Shutdown.
Coolant Temperature Sensor
Engine Coolant Temperature Sensor
110-4 Signal shorted to a lower voltage (voltage under 0.2)
110-3 Signal shorted to a higher voltage or open circuit (voltage over 4.8)
Volts
Temperature
0.2
4.8
Warning Temp 361 (1)
Range, -40 to 150C
Range, -40 to 300F
Manifold Air Inlet Temperature Sensor
EST Code 174
J1939 CAN link.
The sensor enables the cold start strategy.
Also enables the calculation of the fuel limit and engine timing
Engine protection, warning and Action Alert.
Manifold Air Inlet Sensor
High inlet air temperatures lead to high exhaust temperatures, which can cause damage to exhaust system components (such as turbochargers and exhaust valves)
What is the SAE J 1939 Code?
Engine Fuel Temperature Sensor
Higher Temperature lower mass
Lower Temperature greater mass
J1939 CAN link
fuel limit and engine timing.
Protection, Warning and Action Alert.
Fuel Temperature Sensor
Temperature Sensor Feeds, Harness Voltages
2
1
Wiring harness plug connections (check the harness to ECM)
Fuel Temperature Sensor
Coolant Temperature Sensor
Intake Manifold Temperature Sensor
Check for voltages and also check codes when you disconnect the sensors, short them out and notice the code changes.
2300/2800 Series Sensors
32
33
2
35
18
3
2
2300/2800 Series Pressure Sensors
5 Volts
Signal Voltage
0 Volts
Signal Voltage
23/25/2800 Series Pressure Sensor Operation
2
3
Inlet Manifold Air Pressure Sensor
EST Code 273 - (Code also known as Turbo Boost!)
Pressure can be viewed in PSI and Kpa through the ECM via:
J1939 CAN link
Enables the calculation of the correct air/fuel ratio
Used for smoke limiting strategy
Range 52 Kpa Abs. 472 Kpa Abs
Protection- Warning and Action Alert.
Inlet Manifold Air Pressure Sensor
Inlet Manifold Air Pressure Values
2800 Kpa Gauge
1/2 Load 94 95
1/2 Load 71 71
Engine Oil Pressure Sensor
EST Code 100
Pressure can be viewed in PSI and Kpa through the ECM via:
J1939 CAN link
EST Code 100 (Typical Pressure Sensor graph)
100-4 Signal shorted to a lower voltage (less than 0.2 volts)
100-3 Shorted to a higher voltage or open circuit (over 4.8 volts)
Volts
Pressure
0.2
4.8
Range, 0 to 1000kPa
Atmospheric (Crankcase) Pressure Sensor
EST Code 274
Pressure can be viewed in PSI and Kpa, ‘absolute’ through the ECM via:
J1939 CAN link.
Used to calibrate the Inlet Air and Oil Pressure Sensors.
With ‘Critical Override’ active, if the sensor fails the engine will Derate by 10%.
Range 40 Kpa A to 116 Kpa A
Atmospheric Pressure Sensor
2800 Series De-rate Information
The 2306 / 2806 series engine electronic control, does not automatically de-rate at high altitudes or high ambient temperatures
The de-rate information for this
engine can be obtained from
Perkins Engines
Applications Department
engine damage may result
Pressure Sensor Feeds, Harness Voltages
Atmospheric/Crankcase Pressure Sensor (DT06-3S)
Oil Pressure Sensor (DT06-3S)
Wiring Harness Plug Connections,
C
A
B
Voltage between A and B
Voltage between B and C
Voltage between A and C
Try shorting 5 volt supply and signal to 0 volts, see what codes you get.
2300/2800 Series Sensors
Fault 1………………………….
Fault 2………………………….
Fault 3………………………….
5 Volts
Signal Voltage
0 Volts
Signal Voltage
1
Think what happens when you get the above shorts 1,2 and 3
Crankshaft Speed/Position Sensor
EST Code 190
Camshaft Speed/Position Sensor
Camshaft Gear 36 + 1 tooth
Checking Speed/Position Sensors
Crankshaft Sensor Resistance between 1 and 2
Camshaft Sensor Resistance between 1 and 2
Run Engine and Measure output AC Voltage or Frequency from each Sensor - one at a time
2
1
2
1
Sensor ‘fly lead’
Record above values, notice the difference between the Crank and the Cam Sensor.
Please note, the ac voltage will only be approximate because the DVM is set up for reading 50/60 Hertz
Additional Sensors/Senders
Additional Engine Sensors/Senders
Oil Pressure Switch
2800 Wiring Diagram
Customer side (Jack 1)
Outputs - may be used to drive lamps or relays. (0.3 A, 1.0 A and 1.5 A)
Crank terminate should be a relay to monitor starter motor in the OEM panel
Diagnostic lamp, lights when active fault code registered, or any of the outputs are disconnected/open circuit
Inputs - injection disable, RPM select, digital speed control, raise/lower, droop/isochronous, etc
For full details of inputs and outputs refer to the installation manual
(2800,TSL 4262. 2300, TSL 4267)
This drawing for indication only!
Gen-Set Desired Engine Speed/Load Control
The software in the ECM provides the flexibility to cater for Four types of control.
Digital Control
Digital Speed/Load Control
The Engine can interface directly with manual synchronizing selector switches, relays or push buttons
When the ECM is working on Digital Speed Control
there are three inputs that can be used.
Digital Speed Control Enable
Digital Speed Control Raise/Lower
When the Digital Speed Control is set to ”installed” in the ECM’s Configuration screen and the digital speed enable switch is open circuit, this sets the engine to govern at rated speed.
Digital Speed/Load Control
This can be adjusted via the Electronic Service Tool
Speed adjustment ranges +150 –150 rpm
2300/2800 Series PWM Speed Control
Intended for use with a customers load-sharing unit
The PWM signal 500 Hz, duty cycle 10-90%
Speed adjustment –24% to +8% (0% is rated speed)
For 50 Hz 1141 to 1621 rpm
For 60 Hz 1369 to 1945 rpm
Typical Pressure Sensor
Note for Calibration:
If the PWM input is selected on the configuration screen but not connected on the OEM’s side, the ECM will default the speed to 1100,
(and log a diagnostic code 91-8)
2300/2800 Series Analogue Speed Control
Speed adjustment –10% to +10% (0% is rated speed)
For 50 Hz 1350 to 1650 rpm
For 60 Hz 1620 to 1980 rpm
Typical Pressure Sensor
Note for Calibration:
If the Analogue input is selected on the configuration screen but not connected on the OEM’s side, the ECM will default the speed to 1100,
(and log a diagnostic code 1690-8)
2300/2800 Series Analogue Speed Adjustments
Resistive track potentiometer
Two series resistors
Voltage o/p
Analogue Speed Adjustment
The analogue speed adjustment is nominally a 0 to 5V analogue voltage input. The voltage is referenced to the ECM analogue ground reference voltage. The input range for the analogue speed input is 0.5-4.5V = +/- 150 RPM of rated speed. The 0% equates to the nominal desired speed setting.
Engine Speed/Ratings Selection
Engine Rating,Duties,Speed can be set within limits set by the torque maps
The rating of the Engine is selectable via the EST in ‘Configuration’
The Function will be selected at the time of manufacture or in service via the Electronic Service Tool.
For example: 2300 Series -
1500 rpm prime power
1800 rpm prime power
2800 Series Engine Protection
There are three alarm levels provided which are defined as:
Level 1 - Operator Warning
To warn the operator or machine control system of a possible condition within the ECM control system that requires the operators attention.
Level 2 – Action (called De-rate or Alert)
To inform the operator or machine control system to take action to enable the proper control of the system (i.e. to externally de-rate or reduce speed). This is normally used by the OEM to stop the engine.
Level 3 – Shutdown
To inform the operator or machine control system that the ECM has shutdown due to an operating condition reaching an unacceptable level; or if in the ‘critical override’ condition, that the product is now operating in a condition outside of its scope of supply and may cause injury or be damaged in such a way as to invalidate the warranty
Warnings, Action Alert and Shutdown
Protection Device Warning Action Alert Shutdown
High Coolant Temp
Low Oil Pressure
High Fuel Temp
There is not a warning, alert, shutdown on atmospheric – it purely logs a diagnostic code, the diagnostic lamp comes on, the oil pressure is then invalid and we trigger the oil pressure lamp and the shutdown
2800 Series Lamp Outputs
and/or relays to indicate each of the following fault conditions:
Active Fault Codes (Diagnostics)
Shutdown and Crank Terminate = 1.5 amps.
Action Alert and Warning = 1 amp.
Diagnostics, Oil Pressure, Coolant Temperature, Overspeed = 0.3 amps.
Customer Outputs
Injection Disable/Critical Override
When critical override has been enabled in the service tool - the switch when 'open' allows the protection to be over ridden, the switch when closed enables the normal protection - the diagram reads the opposite. The idea was that if you've enabled a feature to over ride protection and the wire drops off then the fail safe results in you being able to run to destruction.
‘Critical Override’ Not Recommended, ignores oil pressure, coolant temperature, atmospheric pressure shutdowns when on
+ 24 Volts
2800 Series Switch Inputs
1500/1800 rpm Selection
Switch to ground to select 1800 rpm. Enabling of this input is controlled via the Electronic Service Tool (EST)
Droop/Isochronous
Switch to ground for droop governing. Enabling of this switch input and Percentage droop is set using the EST
Fault Reset
This switch is used for clearing faults after an engine shutdown, switch to ground for fault reset.(Faults cleared by turning the Ignition Switch off/on)
Electronic Fault Diagnostics
Workshop Manual TSD 3450
Installation Manual TSL 4262
Electronic Fault Diagnostics
Part Number 2800A003
Several Languages
Analogue Gauges
Digital Readout
9 Pin (Deutsch) Diagnostic Connector
Screen - Unused
Generic Engine Monitor, (CAN)
Genset Control
Perkins Data Link (PDL)
Diagnostic Plug
A diagnostic plug is available on the engine harness (certain engines may not have this facility). This allows connection of diagnostic service tool to either the Perkins Data Link (PDL) or the CAN J1939
The Diagnostic connector fitted to the engine harness is a 9 pin Deutsch. The pin allocations are as follows are as follows:
Pin Description
A Battery +
B Battery -
Electronic Engine Diagnostics
Many functions, reading of temperature, speed, pressures, etc
Genuine network only (including some OEM’s and Dealers)
Configuration settings, histograms, graphing, data log, etc
Installing/downloading ‘flash files’ and full engine diagnostics.
Electronic Diagnostic Device, (EDD).
Not a substitute for the EST.
Ability to control Engine Speed Remotely
Diagnostic Plug
A diagnostic plug is available on the engine harness (certain engines may not have this facility). This allows connection of diagnostic service tool to either the Perkins Data Link (PDL) or the CAN J1939
The Diagnostic connector fitted to the engine harness is a 9 pin Deutsch. The pin allocations are as follows are as follows:
Pin Description
A Battery +
B Battery -
Electronic Service Tool (EST)
An element of TIPSS
Common for all future Perkins Engines
Hardware and software required
Diagnostic Fault Codes
Active Diagnostic Codes
‘Active’ on the engine.
E 361-2 High Engine Coolant Temperature (Action Alert)
E 361-3 High Engine Coolant Temperature (Shutdown)
110
3
FMI
CID
Component/circuit
identifier
23/25/2800 Speed/Timing Calibration
This Procedure is only necessary if the Diagnostic Code is present:
The engine may run rough, emit white smoke or they may be no noticeable performance effects
If the ECM has been replaced and you are unable to take data from existing ECM, or if repairs have been completed to the engine drive train or possibly replaced Speed/Timing sensors
The engine must be running at 1100 rpm for ECM calibration.
261-13 Engine Timing Calibration Required
The engine speed/timing sensors provide an engine speed and engine timing signal to the ECM. The signal is created as the camshaft timing reference gear rotates past the pickup of the speed/timing sensor. A unique tooth pattern on the timing gear allows the ECM to to determine crankshaft position, as well as engine speed. Minor changes
In the position of the sensor relative to the timing gear, may occur whenever the sensor is removed or replaced. It is then necessary to calibrate the sensor.
The engine is also equipped with a secondary speed /Timing Sensor on the Crankshaft.
Timing calibration is accomplished by installing a special magnetic pick-up into the side of the engine block. The magnetic pick-up senses a special slot on the crankshaft
Counterweight. The magnetic pick-up is then connected to the ECM through the engine harness speed/timing calibration connector J26/P26.
The resistance of the Primary/Camshaft Sensor 75 to 230 ohms
The resistance of the Secondary/Crankshaft Sensor 600 to 1800 ohms
Timing Calibration Probe Installation
The probe measures the angular position of the crankshaft and compares this to the measurement coming from the Camshaft Speed/Timing Sensor.
The ECM then makes a correction or calibration if necessary
1mm (0.040in)
ECM Timing Calibration Location Position
Crankcase TDC Ref Point
Crankshaft TDC Ref Position
ECM Calibration ref position
Distance between TDC position and ECM Calibration position approx 100/125 mm
Calibration slot
2300/2800 Series Immersion Heater
Immersion Heater Element Position
Thermostat Sensor
Immersion Heater Element
2300/2800 Series Cold Start Mode
Timing Advance
The ECM provides automatic timing advance in cold weather to compensate for the increased ignition delay of cold fuel and cold air
Several conditions exist in cold engines which cause increased white smoke from incomplete combustion
Conditions
The fuel is cold and does not ignite as easily
Longer Ignition delay.
2800 Series Governor Stability -
Establish how much governor instability (rpm above and below rated speed)
(Increasing governor proportional gain - hunt duration will Increase)
(Decreasing governor proportional gain - hunt duration will Decrease)
Adjustments
20 rpm below rated speed - adjust min stability and reduce proportional gain
20 rpm above rated speed - adjust max stability and reduce proportional gain
Typical 2806
Governor maximum stability factor - 3146
Governor minimum stability factor - 1573
Type in value ‘O’ and configuration will return to its default value
Note:
Make sure ‘Overspeed’ is
configured with the EST
If the minimum stability gain or the maximum stability gain is set too high, the governor will provide more fuel than is necessary to to bring the error to zero. The additional fuel will cause the engine speed to overshoot the set point speed.
If either the min stability gain is or the maximum stability gain is set too low, the engine will take too long to arrive at the set point speed.
If you need Technical advice contact our dedicated Engineers
Use the Request Form
Or
23/25/2800 Series
End of Course Questions
What reference voltage do we use to power the analogue speed adjustment, what are the ‘Jack’ numbers?
What application could use ‘Critical Override?
What would happen if I disconnected the oil pressure sensor?
What is the description for these fault codes: 110-3/100-4?
What could be the cause of the above faults?
What is the preferred method of stopping the engine?
Name the two sensors that monitor engine speed/position?
Will the engine still start with one speed/position sensor disconnected?
23/25/2800 Series
What type of Thermistor is in the temperature sensors?
What are the ‘Jack’ connections for the ECM power supply?
What voltage would I expect between ‘Jacks A,B,C,on the harness feeding the pressure sensors?
What voltage is expected across the temperature sensor ‘plug’ with the sensor disconnected?
Why are diodes fitted across relays in an electronic engine?
A pressure sensor power supply open circuit will create which code?
How can I achieve 1100 RPM to calibrate the timing?
ECM
J2/44
Injector
Injector Cylinder 6
Injector Cylinder 5
Injector Cylinder 4
Injector Cylinder 3
Injector Cylinder 2
Injector Cylinder 1
9 Pin Perkins Data
drive lamps or relays.
Crank Terminate should be
panel start circuit.
Diagnostic lamp lights
outputs, refer to
Shutdown
J1/10
Proprietary Information of Perkins Engines Company Limited 1998 - All Rights
Reserved
@Perkins
‘Overheated’
EUI

2800 Electronic, Mech Jan07

Documents

Transcript of 2800 Electronic, Mech Jan07