Water In Fuel (WIF)

A Water In Fuel (WIF) sensor in the element cavity

of the fuel filter housing detects water. When enough

water accumulates in the element cavity, the WIF

sensor signal changes to the  Electronic Control

Module (ECM). The ECM  sends a message to

illuminate the amber water and fuel lamp, alerting

the operator. The WIF is installed in the base of the

fuel filter housing.

i04208485

Power Sources

Introduction

The 1600 Series industrial engine supplies power

to the ECM.

The ECM powers the following components:

•  All sensors on the engine

•  Electronic unit injectors

ECM Power Supply

The power supply to the ECM  and the system is

drawn from the 24 V battery. The power supply for

the ECM has the following components:

This document is printed from SPI². Not for RESALE

KENR8772

27

Systems Operation  Section

g02730797

Illustration 19

Typical example

•  Battery

•  Machine interface connector

•  Disconnect switch

•  Key start switch

•  Fuses

The schematic for  the ECM shows the  main

components for a typical power supply circuit. Battery

voltage is supplied through a relay to the ECM. The

input from the key start switch enables a relay that

turns on the ECM.

•  Ground bolt

•  ECM connector

The wiring  harness can be  bypassed for

troubleshooting purposes.

This document is printed from SPI². Not for RESALE

28

KENR8772

Systems Operation  Section

The display screen on the electronic service tool can

be used in order to check the voltage supply.

Power Supply for the  Pressure

Sensors

g02730805

Illustration 20

A typical example of a schematic  for the engine pressure sensors

The ECM supplies 5.0 ± 0.2 VDC volts through the

ECM connector to each sensor. The power supply is

protected against short circuits. A short in a sensor or

a wiring harness will not cause damage to the ECM.

Power supply for the  Air Intake

Grid Heater

g02730798

Illustration 21

Typical example

i04031132

Fuel System

This document is printed from SPI². Not for RESALE

KENR8772

29

Systems Operation  Section

g02729237

Illustration 22

Typical example

(1) Electronic Control Module (ECM)

(2) Crankshaft position sensor

(3) Camshaft position sensor

(4) Engine oil pressure sensor

(5) Manifold air pressure sensor

(6) Throttle (if equipped)

(7) Inlet air temperature sensor

(8) Engine fuel pressure sensor

(9) Exhaust back pressure sensor

(10) Injector control pressure sensor

(11) Engine coolant temperature sensor

(12) Manifold air temperature sensor

(13) Valve for the NOx Reduction  System

(NRS) (if equipped)

(14) Fuel supply system

(15) Lubrication system

(16) Injection Control Pressure (ICP) system

The fuel management system includes the following:

•  Lubrication system

•  Fuel injectors

•  Electronic control system

•  Injection Control Pressure (ICP) system

•  Fuel supply system

This document is printed from SPI². Not for RESALE

30

KENR8772

Systems Operation  Section

Injection Control Pressure (ICP)

System

g02729551

Illustration 23

Typical example

(1) Unit injector actuation oil manifold

(2) Injector  oil inlet from Unit  injector

actuation oil manifold

(4) Fuel inlet port

(8) Electronic unit injector

(9) High-pressure oil hose

(5) Injection Pressure Regulator (IPR) valve

(6) Oil inlet from front cover reservoir

(7) Unit Injector Hydraulic Pump

(3) Oil outlet

This document is printed from SPI². Not for RESALE

KENR8772

31

Systems Operation  Section

High-Pressure Oil Flow

When ICP signals that are out-of-range, the ECM

ignores out-of-range signals and  go into open

loop operation. The IPR valve  will operate from

programmed default values.

The lubrication system constantly  refills the oil

reservoir located in the front cover.  The reservoir

provides oil for the high-pressure oil pump. The pump

is mounted on the backside of the front cover and

gear driven from the front of the engine.

The ICP sensor is installed in the high-pressure oil

manifold under the valve cover.

High-pressure oil is directed to the high-pressure oil

hose, cylinder head passage, and high-pressure oil

manifold, which is located beneath the valve cover.

Fuel Injector

High-pressure oil is used by  the fuel injectors to

inject, pressurize, and atomize fuel in the cylinders.

This occurs when the open coil for each fuel injector

is energized.

Excess high-pressure oil is directed to the crankcase

sump by the Injection Pressure  Regulator (IPR)

valve. The IPR valve is controlled  by the Engine

Control Module (ECM) to maintain a desired injection

control pressure.

Injection Control Pressure (ICP) Closed

Loop System

The Injection Control Pressure  (ICP) system is

a closed loop system  that uses the ICP sensor

to continuously provide injection control pressure

feedback to the ECM. The ECM commands the IPR

duty cycle to adjust ICP pressure to match engine

requirements.

Injection Control Pressure (ICP) Control

System

The Injection Pressure Regulator (IPR)  solenoid

receives a pulse-width modulated signal from the

ECM. This indicates the on and  off time the IPR

control valve is energized. The pulse is calibrated

to control ICP pressure which ranges from  5 MPa

(725 psi) up to 32 MPa (4641 psi).

g02729963

Illustration 24

Typical example

(1) Upper O-ring

(2) Lower O-ring

(3) Combustion washer

(4) Injector nozzle

(5) Fuel inlet port

The IPR valve  is mounted in the  body of the

high-pressure pump. The IPR  valve maintains

desired injection control pressure by dumping excess

oil back to the crankcase sump.

Two 48V, 20 amp coils control  a spool valve that

directs oil flow  in and out of  the injector. The

injector coils are turned on for approximately  800

(microseconds). Each injector has a single four pin

connector that couples to the valve cover  gasket

assembly.

As demand for injection control pressure increases,

the ECM increases the  pulse-width modulation

to the IPR solenoid. When  demand for injection

control pressure decreases, the duty cycle to the IPR

solenoid decreases and more oil is allowed to flow

to the drain orifice.

An open coil and a close coil on the injector move the

spool valve from side to side using magnetic force.

The spool has two positions:

When the injection control pressure electrical signal

is out-of-range, the ECM sets a Diagnostic Trouble

Code (DTC). The ECM  will not set DTCs if  an

injection control pressure signal corresponds to an

in-range valve for injection control pressure  for a

given operating condition.

•

•

When the spool valve is open, oil flows  into the

injector from the high-pressure oil manifold.

When the spool valve is  closed, oil exits from

the top of the fuel injector and drains back to the

crankcase.

This document is printed from SPI². Not for RESALE

32

KENR8772

Systems Operation  Section

When the spool valve is  open, high-pressure oil

enters the injector pushing down the intensifier piston

and plunger. Since the intensifier piston is 7.6 times

greater in surface area than the plunger, the injection

pressure is also 7.6 times  greater than injection

control pressure on the plunger.

Fuel pressure builds at the base of the  plunger in

the barrel. When the intensifier piston pushes the

plunger down, the plunger increases fuel pressure

in the barrel 7.6 times greater than injection control

pressure. The plunger has a hardened coating  to

resist scuffing.

The injector needle opens inward when fuel pressure

overcomes the Valve Opening Pressure (VOP) of

28 MPa (4061 psi). Fuel is injected at high pressure

through the nozzle tip.

Fuel Injector Operation

The injector operation has three stages:

•  Fill stage

•  Injection

•  End of injection

g02729965

Illustration 25

Typical example

(1) Oil inlet from rail

(2) Coil

(3) Spool

(4) Plunger

(5) Barrel

(6) Needle

(7) Nozzle holes

(8) Nozzle

(9) Fuel inlet

(10) Intensifier piston

(11) Coil

Fill Stage

During the fill stage both coils are de-energized and

the spool valve is closed. High-pressure oil from the

high-pressure oil manifold is stopped at the spool

valve.

Low-pressure fuel fills the four  ports and enters

through the edge filter on the way to the  chamber

beneath the plunger. The needle control spring holds

the needle onto the seat to prevent fuel from entering

the combustion chamber.

This document is printed from SPI². Not for RESALE