Technical Presentation Kit
SAA6D140/125-CRI Engines
Structure & Function
Fuel System & Pump
SAA6D140/125-CRI
KT900201
February 2001 Menu Exit
SAA6D140/125-CRI
Why Common Rail Injection? TPK
02/01
Page 3-2
Compared to conventional cam-driven systems, the “Common
Rail” fuel injection system for direct-injection diesel engines
provide for considerably higher flexibility in adapting the injection
system to the engine, for instance :
~ Extensive area of application from passenger and
light commercial vehicles to heavy -duty vehicles,
output ranges from 30kW/cylinder to 200kW/cylinder
~ High injection pressures of up to approx. 1400 bar.
~ Variable start of injection
~ Possibility of pilot injection, main injection, and post
injection
~ Matching of injection pressure to the operating
mode
~ Meet Emissions standard
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SAA6D140/125-CRI
System Overview TPK
02/01
Page 3-3
This engine is the successor to the 140E-2 engine, with addition of
new technology
1) Electronic control high-pressure fuel injection system
High pressure fuel (1200kg/cm2) can be injected from
low to high speed range. Electronic control optimize
injection configuration to match speed and load. As a
result, the engine achieves clean exhaust, low fuel
consumption and low noise
2) High-quality steel casting piston with shaker cooling
and re-entrant combustion chamber
3) Increase compression ratio from 15.7:1 to 16.7:1 improve
low temperature starting and reduce white smoke
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SAA6D140/125-CRI
System Overview TPK
02/01
Page 3-4
4) Improved version of turbocharger KTR110. Re-design
of the supply air re-circulation port to control the surge
at compressor end and the high efficiency design
added to the turbine.
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System Overview TPK
02/01
Page 3-5
5) Twin piston cooling nozzles provide better cooling to the
piston, increase its durability and prevent lubricating oil
from being exposed to high temperature and deterioration
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System Overview TPK
02/01
Page 3-6
6) No change in the overall length, width and
height of the cylinder block. In addition, the top
surface thickness has been increased to
suppress the deformation after long period of
operation to make easier to machine the engine
when rebuilding
Furthermore, by increasing the rigidity of the
main ribs to improve the basic rigidity,
deformation and vibration of the block under
load has been suppressed and low noise has
been achieved
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SAA6D140/125-CRI
System Overview TPK
02/01
Page 3-7
7) Three under-frames are set in the form of beams at the
bottom surface of the cylinder block to suppress the
vibration of the block skirt and to reduce noise. These are
built into the oil pan, so there is no exposure of any new
joining surface on the outside, therefore no problem of
leakage of oil
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SAA6D140/125-CRI
Engine Layout TPK
02/01
Page 3-8
Lub. Oil
Filter
Fuel Filter
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TPK
02/01
Page 3-9
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SAA6D140/125-CRI
TPK
02/01
Page 3-10
Fuel in
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TPK
02/01
Page 3-11
Common rail fuel
pressure sensor
PCV valve
Common Rail
Drain
Pressure limiter
Bypass
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Engine Layout TPK
02/01
Page 3-12
Common rail
Bypass
Fuel inlet
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Engine Layout TPK
02/01
Page 3-13
Test plug
Bleed plug
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SAA6D140/125-CRI
Engine Layout - Injector Drain TPK
02/01
Page 3-14
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SAA6D140/125-CRI
Engine Layout - Speed Sensors TPK
02/01
Page 3-15
Speed Sensor for
machine
NE Sensor
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SAA6D140/125-CRI
Engine Layout - Water Temp. Sensors TPK
02/01
Page 3-16
High & Low Water Temp. sensors. X2
& X3 connectors to prevent wrong
installation
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SAA6D140/125-CRI
Fuel System TPK
02/01
Page 3-17
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SAA6D140/125-CRI
Fuel System Outline of CRI System TPK
02/01
Page 3-18
OUTLINE
The CRI system detects the condition of the engine (engine
speed, accelerator angle, cooling water temperature,etc.)
from various sensors, and uses a microcomputer to carry
out overall control of the fuel injection amount, fuel injection
timing, and fuel injection pressure to operate the engine
under the optimum conditions. The computer also carries
out self-diagnosis of the main components, and if any
abnormality is found, it carries out diagnosis and sends an
alarm to inform the operator. It also has a fail-safe function
to stop the engine according to the location of the
abnormality and a backup function to switch the control
method to make it possible to continue operation.
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SAA6D140/125-CRI
Fuel System Outline of CRI System TPK
02/01
Page 3-19
1. Fuel system
The high-pressure fuel generated by the fuel supply pump
goes from the common rail and is distributed to each
cylinder. The start and finish of injection is controlled by
opening or closing the nozzle needle valve by using an
electromagnetic valve inside the injector.
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SAA6D140/125-CRI
Structure and Function of CRI Fuel System TPK
02/01
Page 3-20
The CRI system consists of the fuel supply pump,
common rail, injectors, ECU and sensors that control
them.
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SAA6D140/125-CRI
Structure and Function of CRI Fuel System TPK
02/01
Page 3-21
The fuel supply pump generates fuel pressure inside
the common rail. The fuel pressure is controlled by
the amount of fuel discharged from the supply
pump. The amount of fuel discharged is controlled
by sending an electrical signal from the ECU to
switch the PCV (discharge control valve) of the fuel
supply pump ON-OFF. The common rail accepts the
fuel pressure generated by the fuel supply pump and
distributes it to the cylinders. The fuel pressure is
detected by the common rail fuel pressure sensor
installed in the common rail. It carries out feed back
control to ensure that the actual pressure value
matches the command pressure value set in
accordance with the engine speed and engine load.
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SAA6D140/125-CRI
Structure and Function of CRI Fuel System TPK
02/01
Page 3-22
The fuel pressure of the common rail passes through
the fuel injection pipes of each cylinder and is
applied to the control chamber and the nozzle of the
injector.
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SAA6D140/125-CRI
Structure and Function of CRI Fuel System TPK
02/01
Page 3-23
The injector controls the amount of fuel injection and
the fuel injection timing. It controls by switching the
TWV (Two-Way electromagnetic Valve) ON-OFF.
When the TWV is turned ON (conducts electricity),
the fuel circuit is switched so that the high-pressure
fuel in the control chamber passes through the
orifice and flows out. The needle valve goes up
because of the nozzle cracking pressure actuated by
the high-pressure fuel at the nozzle end, and fuel
injection is started. When the TWV is switched OFF
(no current flows), the control chamber becomes a
fuel circuit with the high-pressure fuel applied
through the orifice, so the needle valve goes down
and fuel injection is completed.
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SAA6D140/125-CRI
Structure and Function of CRI Fuel System TPK
02/01
Page 3-24
Therefore, the fuel
injection timing is
controlled electronically
by the timing of the
electricity passing
through the TWV, and
the amount of fuel
injected is controlled by
the amount of time that
electricity passes
through the TWV.
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SAA6D140/125-CRI
Fuel System TPK
02/01
Page 3-25
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Timing Gear Train TPK
02/01
Page 3-26
Sub idler gear Idler gear Idler gear Cam gear
large small
Compressor
gear
Water Pump
Fuel supply
pump gear
PTO gear
Oil pump gear
Crankshaft gear
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SAA6D140/125-CRI
Fuel pump TPK
02/01
Page 3-27
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Fuel pump components TPK
02/01
Page 3-28
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Fuel pump TPK
02/01
Page 3-29
1. 3-protrusion type cam
2. Overflow valve
3. Drive gear
4. No.1 high-pressure pump
5. PCV (discharge control
valve)
6. No.2 high-pressure pump
7. Priming pump
8. Feed pump
9. G revolution sensor gear
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SAA6D140/125-CRI
Fuel pump - Feed Pump TPK
02/01
Page 3-30
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SAA6D140/125-CRI
Fuel pump - PCV Control Valve TPK
02/01
Page 3-31
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SAA6D140/125-CRI
Fuel System - Valve Operation TPK
02/01
Page 3-32
With the high-pressure pump, pump control valves
(discharge amount control valves) are installed to each
cylinder to control the force feed system and fuel
discharge amount in the same way as the conventional
in-line fuel injection pump.
By employing cams with 3 protrusions, the necessary
number of high-pressure pumps (cylinders) is reduced to
1/3 of the number of engine cylinders. In addition, the
force feed to the common rail is the same number of
times as the number of times of fuel injection, so it is
possible to obtain a smooth and stable common rail
pressure.
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SAA6D140/125-CRI
Fuel System - Valve Operation TPK
02/01
Page 3-33
The fuel force fed from the high-pressure pump to the
common rail is divided as follows for each pump.
The No. 1 high-pressure pump (drive gear side) (4) covers
the drop in the pressure inside the common rail because
of the fuel injection of the No. 1, No. 3, and No.5 cylinders,
while the No. 2 high-pressure pump (feed pump side) (6)
covers the drop in the pressure inside the No.2, No.4 and
No.6 cylinders of common rail in the same way.
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SAA6D140/125-CRI
Fuel System - Valve Operation TPK
02/01
Page 3-34
ECM - Power Off PCV
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SAA6D140/125-CRI
Fuel System - Valve Operation TPK
02/01
Page 3-35
Operation
A. During the down stroke of the plunger, the PCV is
open, so the low-pressure fuel passes through the
PCV and is sucked into the plunger chamber.
B. Even when the plunger enters the up stroke while
there is no electricity flowing to the PCV and it
remains open, the fuel taken in passes through the
PCV, so the pressure does not rise and it is returned.
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Fuel System - Valve Operation TPK
02/01
Page 3-36
ECM - Power ON PCV
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Fuel System - Valve Operation TPK
02/01
Page 3-37
Operation
C. When electricity is sent to the PCV to close the valve
with timing matching the necessary discharge amount,
the return passage is cut off, and the pressure in the
plunger chamber rises. Therefore, the fuel passage
through the delivery valve (check valve) and is force
fed to the common rail. In other words, when the PCV
is closed, the plunger lift becomes the amount of
discharge, and by changing the timing of closing the
PCV (plunger pre-stroke), the discharge amount
changes and the common rail fuel pressure is
controlled.
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SAA6D140/125-CRI
Fuel System - Valve Operation TPK
02/01
Page 3-38
Operation
D. When the cam passes the maximum lift, the plunger
enters the down stroke and the pressure inside the
plunger chamber goes down. When this happens, the
delivery valve closes and stops the force feed of fuel.
In addition, the flow of current to the PCV is stopped,
so the PCV opens and low-pressure fuel is sucked into
the plunger chamber. In other words, it returns to the
condition in A.
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SAA6D140/125-CRI
Common Rail - Valve Operation TPK
02/01
Page 3-39
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SAA6D140/125-CRI
Common Rail - Valve Operation TPK
02/01
Page 3-40
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Common Rail - Valve Operation TPK
02/01
Page 3-41
ECU is completing the
ground to power the two
PCV valves
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Common Rail - FUEL PIPING TPK
02/01
Page 3-42
1. Fuel injection pipe (No. 1 cylinder)
2. Fuel injection pipe (No. 2 cylinder)
3. Fuel injection pipe (No. 3 cylinder)
4. Fuel injection pipe (No. 4 cylinder)
5. Fuel injection pipe (No. 5 cylinder)
6. Fuel injection pipe (No. 6 cylinder)
7. Common rail
8. Fuel return pipe
9. Priming pump
10. Feed pump
11. Oil inlet pipe(for pump lubrication oil)
12. High-pressure pump
13. Fuel supply pump drive gear
(No. of teeth: 48)
14. Overflow valve
15. PCV
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SAA6D140/125-CRI
Common Rail - FUEL PIPING TPK
02/01
Page 3-43
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Common Rail - FUEL PIPING TPK
02/01
Page 3-44
5 Micron Fuel Filter with
30 Micron pre-filter
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Common Rail - FUEL PIPING TPK
02/01
Page 3-45
Fuel
Cooler
1. Mount bracket Specifications
2. Core • Cooling method: Air cooled
A. From fuel tank • Core type: AL-CFT-1
B. To fuel supply pump • Heat dissipation surface: 3.31m 2
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SAA6D140/125-CRI
Common Rail TPK
02/01
Page 3-46
The common rail acts to distribute the high-pressure fuel
generated by the high-pressure pump and send it to the injector
of each cylinder. The common rail is equipped with a common
rail fuel pressure sensor, flow damper, and pressure limiter. The
flow damper is equipped with a fuel injection pipe and sends
high-pressure fuel to the injector. The piping of the pressure
limiter is arranged to return to the fuel tank.
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Common Rail - Components TPK
02/01
Page 3-47
Flow Damper Pressure Relief
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Common Rail - Flow damper TPK
02/01
Page 3-48
The flow damper reduces the
pressure pulses inside the high-
pressure piping and acts to
supply fuel at a stable pressure
to the injector. If any excess fuel
flow out, it acts to shut off the
fuel passage and prevent any
abnormal outflow of fuel.
If any abnormal outflow is
generated, high pressure bears
on the piston, so the piston and
ball move to the right as shown
in the diagram and come into
contact with the seat. As a
result, the fuel passage is shut
off.
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SAA6D140/125-CRI
Common Rail - No Flow TPK
02/01
Page 3-49
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Common Rail - Normal Flow TPK
02/01
Page 3-50
The flow damper reduces the
pressure pulses inside the high-
pressure piping and acts to supply
fuel at a stable pressure to the
injector.
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SAA6D140/125-CRI
Common Rail - Abnormal Flow TPK
02/01
Page 3-51
As stated before if any abnormal
outflow is generated, high pressure
bears on the piston, so the piston and
ball move to the right as shown in the
diagram and come into contact with the
seat. As a result, the fuel passage is
shut off.
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SAA6D140/125-CRI
Common Rail - Pressure limiter TPK
02/01
Page 3-52
Guide Body
Spring Housing Ball
The pressure limiter opens if any abnormal high pressure is
generated, and acts to allow the pressure to escape. It is
actuated (opens) if the fuel pressure in the common rail
reaches approx. 140 MPa {1,430 kg/cm 2 }, and when the
pressure goes down to approx. 30 MPa {310 kg/cm 2 }, it is
restored (closes) and acts to maintain the pressure.
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Common Rail - Pressure limiter TPK
02/01
Page 3-53
Guide Body
Spring Housing Ball
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Common Rail - Common Rail Pressure Sensor TPK
02/01
Page 3-54
Common Rail
Pressure Sensor
Provides pressure
reading for Close Loop
feed back to ECM
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SAA6D140/125-CRI
Common Rail- Common rail fuel pressure sensor TPK
02/01
Page 3-55
The common rail fuel pressure sensor is installed to the
common rail and detects the fuel pressure. The sensor is a
semi-conductor pressure sensor. This uses the
characteristic of silicon, which changes the electrical
resistance if pressure is applied to it.
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Common Rail - Related electrical circuit diagram TPK
02/01
Page 3-56
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Komatsu Asia & Pacific Training Centre TPK
02/01
Page 3-57
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