PerkinsCommonRailAIGuide1100Series19thOct2012

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Perkins 1106D and 1104D Electronic Engine Common Rail Fuel System Fuel System Installation Guide Release 3.0 – Section 4.1 and 4.2 updated with Heavy duty filter kit installation details Release 3.1 – Section, 4.2 Updated with Filter for LRC and poor qualit y fuels

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1.0 Introduction 2.0 1106D and 1104D Electronic Fuel System 2.1 C6.6 and C4.4 Fuel System Overview 2.2 High Pressure Fuel System Overview 3.0 Fuel System Safety Requirement 3.1 List of DO NOT’s when working on the fuel system 3.2 Engine Cover 4.0 Low Pressure Fuel System 4.1 Low Pressure Fuel System Overview 4.2 Low Pressure System OEM Installed Components 4.3 OEM Supplied Primary Filter and Water Separator specification 4.4 Secondary Fuel Filter 5.0 Fuel Cooling 5.1 Fuel Coolers Requirements 5.2 Fuel System Testing 5.3 Fuel Cooler Installation Positions 5.4 Fuel Cooler Installation Considerations 5.5 Fuel Cooler Specification 6.0 Fuel Tank Design and Installation 6.1 Fuel Tank design 7.0 Fuel System Priming 7.1 Fuel System Priming 7.2 OEM Supplier System Priming Pumps 8.0 Fuel Technical Data – Operating Pressures and Temperatures 8.1 Fuel System Technical data 9.0 Fuel System Lines and Connectors 9.1 Fuel Connections to the Engine 9.2 Quick Fit Connectors 10.0 ECM Installation Requirements 10.1 ECM Information 10.2 ECM Temperature Limits 10.3 ECM Temperature Testing Procedure 11.0 Cleanliness and Service Requirements of Fuel System Components 11.1 Handling Fuel System 11.2 Mandatory parts that require replacement during fuel system servicing 12.0 Common Rail Fuel System Circuit Diagram

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13.0 OEM Required Cleanliness Standard

1.0 Introduction This document is intended to provide the necessary information for correct installation of the Caterpillar Common Rail Fuel System when installing the Perkins C6.6 and C4.4 ACERT 1106D/1104D engines into OEM’s applications.

The mechanical and electronic systems for the 1106D and 1104D engines are covered under a separate A and I guide which can be found on Secured Internet The Information in this document is the property of Caterpillar Inc. and/or its subsidiaries. Without written permission, any copying, transmission to others, and any use except that for which it is loaned is prohibited.

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2.0 1106D and 1104D Electronic Fuel System 2.1 C6.6 and C4.4 Fuel System Overview The C6.6 and C4.4 ACERT engines have been designed to meet the Tier 3/Stage 3 off highway emissions standards. The engines use the Caterpillar Common Rail fuel system controlled by Caterpillar ADEMTM A4 electronics. This engine incorporates a 4 valve cross flow cylinder head with multi-shot direct injection and a smart wastegate. The fuel system is broken down into two critical areas, consisting of the high pressure fuel circuit and the low pressure fuel circuit. 2.2 High Pressure Fuel System Overview The high pressure pump is a twin cylinder pump that is driven from the front gear train of the engine. The pump is lubricated by the engine oil and not by the fuel oil, which gives the advantage of allowing the use of a wider range of fuel types. The maximum operating pressure of the common rail system is 160MPa (23,000 psi). Due to mechanical components required to generate the high pressure, the cleanliness of the high pressure fuel system is critical to the integrity of the fuel system. The high pressures produced by this system also brings new safety requirements when operating and working with this system, therefore it is of paramount importance that operators, OEM’s and service technicians ensure that they follow the guidelines in this Installation guide.

3.0 Fuel System Safety Requirement Due to the high pressures generated by the Common Rail Fuel system the following safety requirements MUST be adhered to when working on the engine.

Contact with high pressure fuel may cause fluid penetration and burn hazards. High Pressure fuel spray may cause a fire hazard. Failure to follow these inspection, maintenance and service instructions may cause personal injury or death. •

•

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After the engine has stopped, wait for a minimum of 60 seconds in order to allow the fuel pressure to dissipate from the high pressure (HP) fuel lines before any service or repair is performed on the fuel system. Inspect all lines and hoses for wear or for deterioration after the engine has stopped. The hoses must be suitably restrained with sufficient clearance to other components. Make sure that all clamps, guards, and heat shields are installed correctly. This will help to prevent vibration, chafing against other parts, and excessive heat, during engine operation. Oil filters and fuel filters must be correctly installed. The filter housings must be tightened to the correct torque. Refer to the Disassembly and Assembly manual for more information.

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Leaks can cause fires. All fuel spills must be cleaned up before further work is undertaken on the engine. Care should always be taken when working with the High Pressure Fuel system.

3.1 List of DO NOT’s When working on the fuel system Do not step on the high-pressure fuel lines. Do not bend or strike the high-pressure fuel lines. Do not manually check the high pressure fuel lines with the engine running or whilst cranking. Do not crack open any of the pipes to start engine. Do not loosen the high pressure fuel lines to purge air from the system. Do not install any high pressure lines that are damaged. Do not attach wiring harnesses or pipes to any part of the high pressure fuel lines Do not use the mounting bolts or any fasteners on the fuel system to install any OEM supplied machine components. Do not disturb any part of the fuel system Do not operate the engine with a fuel leak in the high pressure system. Do not tighten the connections on the low pressure fuel system in order to stop the leak. The connection must only be tightened to the recommended torque. Do not operate the engine with missing, damaged or loose clips. Ensure that all clips and clamps on the high pressure fuel lines are in place. 3.2 Engine Cover It is strongly recommended that an engine cover be fitted over the HP fuel system in applications where the OEM or installer does not provide a machine enclosure to provide protection to a nearby third party. The cover can be supplied by Perkins or the OEM. On closed installations, it is at the customer’s discretion to decide on the necessity of a cover to minimise the accumulation of debris around the congested area at the top of the engine.

4.0 Low Pressure Fuel System 4.1 Low Pressure Fuel System Overview

It is not permitted for the Dealer, OEM or Customer to modify or dismantle the low pressure fuel system installed on the engine at Perkins factory. The only exception to this is detailed in Section 4.2 The C6.6 and C4.4 ACERT engine is equipped with a two-filter, filtration system to protect the system. A primary filter and water separator situated before the transfer pump and a secondary filter located before the high pressure fuel pump. Both filters are mandatory and must be supplied by Perkins. The system is self-venting, and therefore you must not crack the injector HP pipes during priming of the system.

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A transfer pump mounted directly to the high-pressure pump draws the fuel from the tank to pressurise the system. It is a performance requirement of the injectors for the fuel leak off from the injectors to be fed to the pressure side of the transfer pump. Between the transfer pump and the secondary filter, fuel is generally passed through a gallery in the ECM to provide cooling. An OEM supplied fuel cooler may be required. The fuel cooler can be positioned between the Transfer pump outlet and ECM inlet, or alternatively in the fuel return line to tank. Leak off from the high-pressure pump, secondary fuel filter and fuel rail pressure relief valve are fed back to tank via a non return valve. 4.2 Low Pressure System OEM Installed Components Perkins primary filter and water separator is mandatory for all installations. The OEM has the option to procure from Perkins the primary filter and water separator and remote mount it in the application. There is a Perkins supplied additional filter kit available that can be added as a field service kit to improve filtration in heavy duty or arduous application. For engines or machine working in Lesser Regulated Countries (LRC) or Territories with poor fuel quality it is mandatory that the additional filter is fitted. If an additional filter is required it is mandatory that the filter kit is supplied by Perkins. Please refer to Perkins Kit U5MK1252 - Fuel Filter Kit and Leaflet 2180258 for details and fitting instructions. If a fuel cooler is required it is the OEM’s responsibility to provide and install the fuel cooler. Fuel cooler selection and specification is detailed in section 5.0. The OEM must connect the above components to the engine using quick fit connectors. They are not permitted to disturb the screw fittings already supplied on the engine. More details about quick fit connectors are provided in Section 9.2. 4.3 Perkins Supplied Primary Filter and Water Separator specification The function of the primary filter is to protect the transfer pump from debris, and influence the overall system filtration efficiency. The primary filter and water separator can be either mounted on engine or supplied loose for installation at a non-standard location, either on the engine, or off the engine in the OEM’s installation. It is mandatory that the OEM uses the Perkins supplied Primary Filter and water separator. Perkins supplied primary filter and water separator is 20 micron filter with 250ml water capacity.

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4.4 Secondary Fuel Filter The 2 Micron secondary filter is supplied on engine. It is NOT permitted for the OEM to remove the secondary fuel filter from it’s location as built in the factory.

5.0 Fuel Cooling 5.1 Fuel Cooler Requirements A fuel cooler is required in certain applications if the temperature of the fuel entering the engine is too high. Control of fuel temperature is required for a number of reasons: Maintenance of ECM working temperature for durability Protection of High Pressure Fuel Pump, fuel injectors and injector electronics A fuel cooler will be required if the fuel temperature entering the engine (at the outlet to the o o ECM ) exceeds 90 C in a 46 C ambient. The need for a fuel cooler is application dependent, and can only be determined through testing the installation to ensure the fuel inlet temperature does not exceed the limit for the engine. The following factors can significantly effect fuel temperature, and it is recommended that a fuel cooler be used for the these conditions: If the application has a plastic fuel tank If the fuel tank is next to a heat source, ie hydraulic system If the primary filter is next to a heat source High engine bay temperatures Low or no air flow over engine or fuel tank 5.2 Fuel System Testing. The following test procedure details the preferred fuel system test method to ensure that maximum fuel temperature at the outlet to ECM is NOT exceeded. 1. Install temperature probes at the following locations. The diagram in section 12.0 shows these locations on the engine. It is recommend that an 8-channel data-logger be used with a minimum sample rate of 5 seconds Temperature Measurements

Location

Transfer Pump Inlet

1

ECM Outlet (X2)

5

RTT Temperature

6

ECM Surface Temperature

4

Under bonnet Temperature

Ideal location is near the HP Pump

Ambient Temperature (X1)

External of Application

Fuel Cooler In & Out Temperatures

Applicable only where a fuel cooler is present in the system

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2. Ensure that the fuel tank is sufficiently full to complete between 1 to 2 hours of arduous testing (engine operating under the same conditions that would be used for determining ambient capability) with an aim to finish the test on an almost empty tank. An empty fuel tank is expected to provide the worst case for fuel temperature. 3. Ensure that all engine covers and side panels are fitted into place, cab heater is switched off, air conditioning is switched on and 50% antifreeze is used. Test can be completed with or without jacked open thermostats. 4. The test should not be conducted in an ambient temperature below 15oC 5. Operate the machine at an arduous test cycle or worst-case operation for a minimum of one hour to two hours. Record the temperatures during test.

If temperature out of the ECM exceeds 90 oC then the test must be stopped.

6. The maximum fuel temperature can be calculated as follows: Maximum Fuel Temperature = o

ECM Outlet Temperature X 2 + (0.586 x (Maximum working temperature 46 C – Ambient Temperature X 1)) o

The maximum fuel temperature must not exceed 90 C

7.If the Maximum fuel temperature is above 90oC in a 46oC ambient then a fuel cooler is required. 5.3 Fuel Cooler Installation Positions If a fuel cooler is required, this will be customer supplied. There are two possible positions for the fuel cooler. Option A – Return to tank line after the customer connection. Option B – ECM inlet If the fuel cooler is to be installed per Option B - ECM inlet, then the engine MUST be built in the factory with quick fit connectors installed to allow the OEM to connect the fuel cooler.

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OEM must ensure that the plastic pipe linking the fuel cooler connections is removed only when the fuel coolers is ready to be connected. It is not permitted to install the fuel cooler in the following locations: Do Not install the fuel cooler in any part of the system before the transfer pump. Do Not break into the Engine supplied fuel system to install the fuel cooler. 5.4 Fuel Cooler Installation Considerations The following aspects should be taken into account when installing the fuel cooler into the application: Fuel cooler should ideally be flexibly mounted to the machine chassis to prevent fatigue damage from vibration. If the Fuel Cooler is mounted off-engine then flexible pipes should be used to allow for adequate engine movement. For maximum efficiency, the fuel cooler should be mounted in a location that provides adequate air flow over the cooler. 5.5 Fuel Cooler Specification The following table gives the technical details for specifying a fuel cooler. Fuel Cooler Technical Specification 1104D Parameter Flow Temperature Drop* Pressure Drop Maximum burst pressure Maximum Fin Spacing Cleanliness Specification

1106D

Pre-ECM

RTT

Pre-ECM

RTT

1.5L/min 10-20°C 60kPA 8 Bar 6 FPI See Section 13.0

0.75L/min 15-25°C 100 kPA 8 Bar 6 FPI See Section 13.0

1.8L/min 10-20°C 60kPA 8 Bar 6 FPI See Section 13.0

0.85L/min 15-25°C 100 kPA 8 Bar 6 FPI See Section 13.0

* The temperature the fuel cooler is required to drop is application dependent. This should be used only as a guide for discussions with a supplier

Fuel cooler performance can only be approved with an in application test as detailed in section 4.2

6.0 Fuel Tank Design and Installation 6.1 Fuel Tank design The fuel tank is an integral part to any fuel system and it is therefore important to make sure the fuel tank design and material specification is to the correct standard in order to support the integrity of the common rail fuel system. The following provides details of the mandatory requirements and recommendations when designing the fuel tank. The fuel tank MUST be designed using materials suitable for fuel oils. The fuel tank MUST be designed using materials that do not corrode.

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It is recommended that the fuel tank include a sediment/water trap at the base of the tank, that is accessible for periodic service. The fuel feed line must be above the sediment trap to leave at least 3% to 5% of the fuel in the tank. The fuel return line to tank can be below or above the maximum fuel level in the tank. If the fuel return to tank is below the maximum level it must be at least 150mm away from the outlet from the tank. This is to avoid hot fuel being re-circulated into the engine and allow any entrapped air to dissipate. The fuel tank must be fitted with a 2 micron serviceable breather fitted to the tank. It is not recommended to include a gauze on the fuel feed line inside the tank. It is recommended that the fuel tank filler neck includes a serviceable mesh to prevent debris from entering the tank during filling. It is recommended that the fuel tank filler neck be located such that it is easy to clean the area before removing the cap and so that debris will not enter the filler during the machine refilling. The inside of the fuel tank must not be painted. The manufacturing of the fuel tank should be to Perkins cleanliness standard detailed in section 13.0.

Typical Fuel Tank Design Alter native extended filler neck to prevent debris entering during filling

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7.0 Fuel System Priming 7.1 Fuel System Priming

DO NOT UNDER ANY CIRCUMSTANCES CRACK THE INJECTOR HP PIPES OR ANY OTHER PART OF THE FUEL CIRCUIT TO PRIME THE SYSTEM NEVER PRE-FILL THE PRIMARY OR SECONDARY FILTERS TO HELP PRIME THE SYSTEM The Perkins supplied Primary filter contains a mechanical, hand operated priming pump. Hand priming requires easy access to the primary filter. Time to prime for the Perkins supplied mechanical pump is up to 1.5minutes of continuous pumping. An engine mounted electrical priming pump is available. Alternatively OEM’s can supply their own priming pump. The specification requirements that must be fulfilled by an OEM supplied priming pump are shown in section 7.2. Electric priming pumps can be engine or chassis mounted. Pumps can be specified in either 24v or 12v configuration. It is recommended that the operating switch is mounted near the engine, and set to prime for at least 1.5 minutes with the possibility of an override. Priming pumps must not be operated while the engine is running. When priming the system after a filter change or first fill, no attempt should be made to disconnect any of the low-pressure system. Both the low pressure and High Pressure (HP) fuel systems are self-venting. Excess air will be vented during the priming process. The HP system is sealed; no attempt must be made to break into the HP pipes. Excess air will be automatically purged during priming. 7.2 OEM Supplied System Priming Pumps OEM supplied electric priming pump must not cause a restriction in the pre transfer pump line that drops below the standard system requirements, see Section 8.0 . All electric priming pumps must be fitted with a bypass one-way valve that complies with the standard system specifications.

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The following table shows the technical requirements for customer supplied priming pumps.

Customer Supplied Priming Pump Design Specifications Temperature range 80°C to –40°C Maximum under bonnet temperature 125°C for 30 minutes, 105°C continuous Recommended operating pressure 50kPa, with 3m of 13mm bore hose and 1.5m head, Nominal Recommended Pressure drop 5kPa Maximum Recommended flow rate 1.5 litres/minute typical Max Priming pressure 600 kPa Cleanliness See Section 13.0

8.0 Fuel Technical Data – Operating Pressures and Temperatures 8.1 Fuel System Technical data The following table gives the temperature and pressure limits for installations. Please refer to fuel system schematic in section 12.0 for the locations of the measurement points. Fuel System Technical Data Parameter Transfer Pump Depression

Location 1

Fuel Temperature out of ECM HP Inlet Temperature Return to Tank (RTT) Max Back Pressure Under Bonnet Temperature

5 --

Return to Tank Temperature

--

Limit 24 kPa Clean Filter 30 kPa dirty Filter 90°C 90°C 150kPa

--

125°C for 30 minutes, 105° C < 90°C

Notes

Including fuel cooler in RTT line

Out of engine pre-cooler. Dependent on application

9.0 Fuel System Lines and Connectors 9.1 Fuel Connections to the Engine

Under No Circumstances MUST the OEM replace or disturb the fuel line fittings installed on the engine.

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There are two connections to supply the fuel to and from the engines. The position of the supply connections will be either on the primary filter (if supplied on engine) or the fuel transfer pump if the OEM remote mounts the primary filter. The return connection will be engine mounted after the non-return valve. The position on the engine will be dependent on the filter option selected. All the connections supplied on the engine are of the quick fit type. Primary Filter Inlet - Factory Fitted primary filter 15.82mm Quick Fit Connector Transfer Pump Inlet – For OEM mounted primary filter, 15.82mm Quick Fit Connector Fuel Return to Tank – Engine Mounted, 9.49mm Quick Fit Connector

9.2 Quick Fit Connectors The quick fit connectors to connect to the engine can be ordered directly from Perkins. The following table details the quick fit connectors required to connect the fuel system to the engine. Quick Fit Connectors available for engine Location

Engine Connection

OEM Orientation Perkins Part Caterpillar Connection Number Part Number Primary Filter Inlet Male 15.82 Quick Female 15.82 Straight (180 dg) 29990043 264-3522 Fit Quick fit Elbow (90 dg) 29990044 264-3518 Transfer Pump Inlet Male 15.82 Quick Female 15.82 Straight (180 dg) 29990043 264-3522 Fit Quick fit Elbow (90 dg) 29990044 264-3518 RTT* Female 9.49 Quick Male 9.49 Quick Straight (180 dg) 3763A045 TBA fit fit Fuel Cooler Female 9.89 Quick Male 9.89 Quick Straight (180 dg) TBA TBA Connection fit Fit Elbow (90dg) TBA TBA * The return to tank connections come fitted with a Female Quick fit connector for use with a customer line as standard

9.3 Fuel Line Specifications The following are recommendations for the fuel lines to and from the engine. The minimum inside diameter for the feed line is 13mm with a maximum 3m length. The minimum inside Diameter for the return line is 8mm. The hoses should be suitable to be used with fuel oils

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It is recommended that the hoses should be fuel resistant to SAEJ30R6 minimum Lines should be resistant to UV degradation Lines should be reinforced with crimped end fittings The fuel lines should be adequately clipped to ensure that they do not rub or touch other machine or engine components All fuel lines must meet the cleanliness specification as detailed in section 13.0

10.0 ECM Installation Requirements 10.1 ECM Information There are two types of ECM that can be specified on the engine, Fuel Cooled ECM and Air Cooled ECM. Both ECMs requires control of local ambient air temperature as well as fuel outlet temperature to ensure durability. The full outlet temperature and local air temperature should be measured in the following locations: Fuel outlet temperature measured at outlet from ECM – See section 5.2 for procedure Air temperature 25mm above the centre of the ECM 10.2 ECM Temperature Limits Local ambient temperature must not exceed 110 oC continuous for Fuel Cooled ECM Local ambient temperature must not exceed 85 oC continuous for Air Cooled ECM Max under bonnet temperature: 125°C for 30 minutes, 105° C continuous (measured away from the exhaust) ECM fuel outlet temperature must not exceed 90oC continuous. (Fuel Cooled ECM) The following diagram shows where the ECM temperatures should be measured

ECM Ambient Temperature should be measured 25mm above the centre of the ECM

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10.3 ECM Temperature Testing Procedure The ECM Should be tested during the fuel cooling test as detailed in section 4.2. If an air cooled ECM is used a heat soak test MUST be completed to check the rise in ambient. The test is to be conducted as follows: After completing the arduous test cycle the engine MUST be switched off immediately. The ECM local ambient temperature must be recorded until the temperature has started to decrease.

11.0 Cleanliness and Service Requirements of Fuel System Components It is important to maintain extreme cleanliness when working with the fuel system. Even the smallest of particles that are not visible to the human eye can cause engine or fuel system permanent damage. 11.1 Handling Fuel System Cleanliness is paramount when working on the common rail fuel system. When servicing the engine or fuel system the following guidelines MUST be followed. Do not remove the protective caps from the OEM connections points until final assembly. Do not remove as part of the sub assembly. All new components should remain bagged and capped until immediately before use. Parts must be inspected prior to use. Ensure capping is intact and parts are clean and undamaged. Reject any parts that do not conform. Before attempting any work on the fuel system, the entire engine should be washed with a high pressure water system in order to remove dirt and loose debris that might contaminate the fuel system. The technician must wear suitable latex gloves and protective clothing. The latex gloves should be disposed of immediately after completion of the repair in order to prevent contamination of the system. High pressure lines are not reusable. New High Pressure lines are manufactured for installation in only one unique location. When a high pressure line is replaced, do not bend or distort the new line. Even if the high pressure line has been loosened, it needs

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to be replaced All new fuel filters, high pressure lines, tube assemblies and components are supplied with sealing caps. These sealing caps should only be removed immediately before installing the new part. If the new component is not supplied capped and bagged then the component should not be used. When a component is removed from the system, the exposed fuel connections must be closed immediately with new sealing caps. The sealing caps should only be removed when the component is reconnected. The sealing caps must not be reused. Dispose of the sealing caps immediately after use. Contact your nearest dealer or distributor to obtain the correct sealing caps. Never pre-fill primary or secondary filters When possible, the service area should be positively pressurised in order to ensure that the components are not exposed to contamination from airborne dirt and debris. 11.2 Mandatory parts that require replacement during fuel system servicing The following items MUST be replaced, under the following circumstances when servicing the engine, or are found to be damaged. They must not be repaired or reused. High pressure fuel line or lines are removed or loosened. End fittings are damaged or leaking. Outer coverings are chafed or cut. Wires are exposed. Outer coverings are ballooning. Flexible parts of the hoses are kinked. Outer covers have embedded armouring. End fittings are displaced. Consult your local Perkins distributor for replacement parts. .

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12.0 Common Rail Fuel System Circuit Diagram

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13.0 OEM Required Cleanliness Standard Caterpillar (Perkins) Common Rail OEM Component Cleanliness Standard This specification defines cleanliness levels applicable to finished engine components and assemblies. All cleanliness standards are based on flushing the specified area with solvent, filtering the flushed solvent onto a membrane filter patch, measuring particle dimension with a microscope, and measuring total particle mass with an analytical balance. The specified cleanliness must be met at the time of assembly Particles to be measured for size are metallic, rust (either free or loosely attached), slag, sand, and other abrasives. If particles are fragile and break up with gentle probing (gentle probing will not tear membrane filter patch), only the remaining solid pieces are to be measured for specification performance. Maximum No. Maximum Abrasive Largest Particle Allowed, in microns (A) Particles Allowed Mass Allowed (Oxide) per given (B) Restricted (B)

X 1200

Y 500

Z 150

# 4

X mg/m2 mg 10 500 170 1200

40 No

mg 1.2

(D)

B – Per Passage

D – For Fuel System Components only – No more than 10 abrasives greater than 40 micron in size per cleanliness patch # Number of Particles Based on Caterpillar 1E2500A

A

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