MCRS Fuel System Overview PDF

MCRS Fuel System Overview
Corey Corsi
May 31, 2013
Agenda
 Overall system flow & key values
 Fuel pumps
 Injectors
 Fuel Filtration
 Generation Differences
 Troubleshooting
 Failure Modes
 Customer Practices
 Appendix
– Injector & Pump Part Numbers
– Fuel Quality Requirements
– Worldwide Fuel Quality Results
Acronyms
 MCRS = Modular Common Rail System

 IMV = Inlet Metering Valve
– Also known as FPPA = Fuel Pump Pressurizing Assembly
 MDV = Mechanical Dump Valve
– Also known as PLV = Pressure Limiting Valve
 DMV = Diesel Metering Valve
 EGT = Exhaust Gas Temperature
Cummins Confidential
Fuel Flow Diagram & Specs
 Lift pump pressure = 3-5 bar (44-73 psi)

 Fuel supply pump (Gerotor) pressure = 5-7 bar (73-103 psi)
 MDV opening pressure ~ 1950 bar
 Fuel rail pressure range = 650 – 1600 bar (9400 – 23200 psi)
– Min pressure required to fire injectors = 300 bar
Other Vital Numbers to Know
 Stage 1 Fuel Filter Inlet Pressure Limits

– ---4 to 10.2 inHg (-2 to 5 psig)
 Stage 1 Differential Pressure Limit = 6 inHg (2.9 psi)
 Min pressure at fuel supply block = -10 inHg (-4.9 psig)
 Stage 2 Differential Pressure Limit = 88.5 inHg (43.5 psi)
 EGT readings at rated speed & load ~ 500°C
– Acceptable deviation = ±100°C from engine average
 Fuel Quality at Stage 1 inlet must be ≤ ISO
18/16/13 & water content ≤ 200 ppm
– One ISO number higher is 2x dirtier
FUEL PUMPS
L5x2 lobe HPP CP9.1 MCRS pump
ACCUMULATOR
PRESSURE HP-LINES PLV
SENSOR
2 PIECE VALVE
PUMPING PLUNGER
ROLLER FOLLOWER 2-LOBE CAM

(ROLLER, PIN AND
TAPPET)
GEROTOR
7
Gerotor
 Outputs 5-7 bar typically, but maxes out at 12bar

Fuel Supply Pump – Gerotor Cover
High-pressure pump
Diesel Systems
10 Confidential | Department | 10/11/2010 | © Robert Bosch AG 2008. All rights reserved, also regarding any disposal, exploitation,
reproduction, editing, distribution, as well as in the event of applications for industrial property rights.
High-pressure pump
HPP OPERATION 7 INLET METERING VALVE
•Proportional control solenoid….

•…actuating control piston within a sleeve.
SolenoidHeader ofTOsection
ENERGISE STOP
Control sleeve & piston
Diesel Systems
High-pressure pump

•Bleed orifice and pressure regulator ensure zero
delivery, particularly in high speed, coasting
conditions. AIR BLEED 0.8mm BLEED
VALVE LINE
ORIFICE
RECIRCULATION
LINE
FUEL TO HPP
(Face-to-face connection)
FUEL FROM STAGE

2 FILTRATION
7 BAR
PRESSURE
REGULATOR
Diesel Systems
High-pressure pump
•Valve with 2 triangular control slots, for improved low
flow control.
Ø 13.5 mm
Piston @ IMV fully open

=> Full flow of HPP ………………
Piston @ IMV closed

=> No flow of HPP …………………..
Diesel Systems
High-pressure pump
HPP OPERATION 10 SUCTION/DELIVERY VALVES
Diesel Systems
High-pressure pump
HPP OPERATION 11 SUCTION/DELIVERY VALVES

COMPONENTS
DELIVERY VALVE
SUCTION VALVE
VALVE BODY
FUEL SUPPLY GALLERY
Diesel Systems
High-pressure pump
16
High-pressure pump oil flow
17
Priming Pump
 Mounted on Stage 1 fuel filter head

 Primes Stage 2 fuel filters after service
 Provides pressure during cranking
Priming Pump Operation
 CM850
– Runs for fixed time, typically 2-5 minutes (cal dependent)
 CM2150
– Run time is dependent on fuel rail & supply pressure
• Runs if fuel rail pressure is < 500 bar
– Then monitors fuel supply pressure
» Pump runs for a short time if supply pressure is high
» Pump runs for a long time if supply pressure is low
INJECTOR
MCRS/Fuel Systems Theory
Rocker box seal

and damping element DMV
Injector
connector
Flow
C3 Only Nozzle
limiter Resonator
Accumulator
Orifice
Edge
filter
T-Piece
connector Injector
body Nozzle
nut
C3 Injector Shown
Diesel Systems
INJECTOR OPERATION 1
•Needle held closed by rail pressure acting on its upper
face
C2 Injector Shown
Diesel Systems
•Solenoid energised, opening DMV needle – shown out of
scale: actually only 30 micron lift.
C2 Injector Shown
Diesel Systems
•Pressure above needle thereby allowed to decay…
C2 Injector Shown
Diesel Systems
•…enabling nozzle needle to open in conventional fashion
and injection to start.
C2 Injector Shown
Diesel Systems
•To end injection, solenoid is de-energised, the DMV
needle closes under spring pressure…
C2 Injector Shown
Diesel Systems
•…pressure above the nozzle needle is restored, closing
the needle and ending the injection event.
C2 Injector Shown
Diesel Systems
•Injection rate is influenced by the ratio of the inlet & outlet
orifice areas
•To maintain injection, outlet orifice area must be greater
than inlet orifice area
Outlet
Inlet
C2 Injector Shown
Diesel Systems
FLOW LIMITER
•Equilibrium position – pressure balanced
Diesel Systems
FLOW LIMITER
•During injection, accumulator pressure falls & ball moves
towards seat, but does not close. Accumulator is therefore
kept full & pressurised.
Diesel Systems
Header of section
FLOW LIMITER
•Should flow become excessive, pressure difference
increases so as to close ball onto seat.
Header
of
section
Diesel Systems
HP Line Between Injectors
5 1
1. Outerwall Pipe
2. Vibralock Nut
3. Seal
4. Connector Fitting
8
5. O-Ring Groove
3 6. Sealing Cone
4 7. Innerwall Pipe
8. Pressurized Fuel
7
2
6
HP Line Between Injectors
• Green – fuel drain line
• Yellow – fuel inlet path T-piece
O-ring
FUEL FILTRATION
ISO 4406 Contamination Code – X/Y/Z
ISO Code Particle/mL > Particle/mL ≤  Cleanliness levels reported in
10 5 10 the form X/Y/Z, where:
11 10 20 – X = integer representing number
12 20 40 of particles/mL larger than 4
13 40 80 mm(c)
14 80 160 – Y = integer representing number
15 160 320 of particles/mL larger than 6
mm(c)
16 320 640
17 640 1,300 – Z = integer representing number
of particles/mL larger than 14
18 1,300 2,500
mm(c)
19 2,500 5,000
20 5,000 10,000
21 10,000 20,000
22 20,000 40,000
23 40,000 80,000
24 80,000 160,000
Filter Efficiency vs Beta Ratio
Stage 1 Fuel Filters
 FH234 Series Industrial Pro or Sea Pro 5

– FS19763 - Stratopore 7 micron filter
• 98.7% particle efficiency @ 7 µm (beta ratio = 75)
 Fuel Quality at Stage 1 inlet must be ≤ ISO

18/16/13 & water content ≤ 200 ppm
Stage 1 Fuel Filters (Coming Soon)
 FH239 Series Industrial Pro

– NanoNet 5 micron filter
• 99.9% particle efficiency @ 5 µm (beta ratio = 1000)
FS53015
FS53014
Stage 2 Fuel Filters
 FF5644 – Stratopore 3 micron

– 98.7% particle efficiency @ 3 µm (beta ratio = 75)
 FF5782 – NanoNet 3 micron
– 99.9% particle efficiency @ 3 µm (beta ratio = 1000)
MCRS GENERATIONS
C1  C2 Injector
(DMV24LE  DMV24B.3)
Solenoid
Pull in current from 7A to 8A C2 (DMV24B.3)
Valve spring
Force from 34N to 39N
Valve needle
Mass from 2,46g to 1,48g
Stroke from 45µ to 35µ
No Coating to C2.1 to CrN+
Mfg from HlP to FeP
Drain Bore 2.252.42 mm dia
C1 (DMV24LE)
Improvement of
B Life Basecase C2/C1 including
(hours) for C1 Improvement Filtration
injector set (DMV24LE) C2 (DMV24B.3) Campaign
B5 500 1,500 200%
B10 1,000 2,700 170%
B50 5,700 13,000 128%
B90 12,500 30,000 140%
DMV Dust Contaminated Fuel –
Wear Tendency Reduced
Power and Fueling Growth - IPA HPCR Dust Test
NAS 13, 7-3-3 filtration, Japan Heavy Oil
12
10 C1-C2 C3-X40 Fueling

C3-X40 Power
C1 Fueling
C2 Fueling
8
C1 Power
C2 Power
Fueling Growth Limit
% change from T=0 base
2 C3
0
0 50 100 150 200 250 300 350 400
-2
-4
Dust Test Time, Hours
 C3 demonstrated 10x improvement over life of C1 and C2

Injectors (failed at 364-400 hrs)
44 12Jul2011 Cummins Confidential
CM850 vs CM2150 Fuel Pump
 Dynamic response
improvement
needed for C3
injectors (to avoid
PLV popping field
issue)
 Replacement of
currently used IMV
by a “faster IMV”
Slow vs Fast based on a Bosch
automotive IMV
CM850 compared to CM2150 Physical Appearance
CM850
1 -50 pin and 1 – 60 pin
Deutsch connector
Note location of 4 pin
power connector
CM2150 thicker than CM850
CM2150
2 – 60 pin Deutsch
connectors
Note location of 4 pin
power connector
Parts Needed for Converting From C2 to C3
 Injectors
 ECM
 ECM Mounting Plate
 ECM Calibration
 Wiring Harnesses
 EGT‟s
 Fast IMV
Refer to
TSB100978 &
TSB110301
TROUBLESHOOTING
Injector Driver Mapping
 If one injector is shorted to ground the other

injectors sharing supply will not operate
– Ex) Faults 331 (2), 1551 (10) & 1552 (11) Active on QSK50/60
HHP Injector Tester (P/N 2892293)
 Released in December 2010

– Required Service Tool
 Released to diagnose stuck injectors quickly
– Added to Engine Performance TT tree
HHP Injector Tester (P/N 2892293)
 Quality issue found in mid-2011

– Testing high amperage C3 injectors showed fail incorrectly
– Testers can be recalibrated by the supplier to fix issue
• Contact Service Tools for information about returning testers
• Recalibrated testers have a letter in front of the serial number
Recalibration Required Recalibrated Already
 Recalibrated testers available from PDC‟s now
Injector Drain Flow Measurements
 This test was designed to diagnose injector wear out

– Measures the drain leakage past the DMV
• New injectors have a very low leakage quantity (<5 mL/min)
– Leakage rate will decrease from new as injector wears in
• Worn injectors have a high leakage quantity (>30 mL/min)
 Added injector drain flow measurements to Engine

Performance TT tree to test DMV seat leakage
– First measure entire engine leakage
– If fail, then measure individual injector leakage
 Easy to test on QSK19, but time consuming on V‟s
Cylinder Cut-out
 INSITE test that stops the electrical signal to injector

– Best used to identify a cylinder with excessive smoke
 Multiple cylinders can be cut-out at one time
– Shut off an entire bank and focus on only one bank
 This test is subjective and has caused non-failed
injectors to be replaced
Mechanic‟s Stethoscope
 Can be used to listen for an abnormal or non-

repetitive noise from the cylinder
 This is very subjective and requires a known good
cylinder to compare against
Exhaust Gas Temperature Sensors
 EGT values can be monitored to look for a hot or
cold cylinder in INSITE
– A fault may or may not have been set for these conditions
• ±82°C (180°F) from avg. for QSK19/38/60
• ±115°C (239°F) from avg. for QSK50
– Only use when an engine is at a steady speed and load
above idle
• EGT response times can vary between cylinders
 If a cold cylinder is found on C3 engine, try relieving

fuel rail pressure to see if the flow limiter was closed
before replacing any injectors
Infrared Temperature Probe
 Can be used on engines without EGT‟s

– Should not be used on water cooled manifolds
 Look for a hot or cold cylinder compared to overall
engine average
– Cylinder ±100°C difference from average
Injector Diagnostics
Applicable to all injectors – C1.0, C2.2, C3.0 and MCRS-22
 ECM capable of diagnosing open & short circuit

conditions
– Typical root causes: bad connectors, wire fretting, broken connecting
wires, etc.
– Both continuous and intermittent faults can be diagnosed
– Diagnostics can only be run when engine is running
 Conditions that can‟t be diagnosed by ECM:

– High inline resistance causing degradation in injector current profile –
leading to loss of fueling/power
– Injector(s) stuck open due to deposits on the DMV
– Mis-firing injector(s) – injector(s) firing at incorrect timings in an unlikely
event of flashing a wrong cal into an ECM
– Non-firing injector(s) – due to any hydro-mechanical issues
57 10/8/2013 Cummins Confidential

REQUIRED TOOLS / ITEMS
Service Items You Should Always Have
 Fuels for CMI engines bulletin – 3379001
 Fuels for MCRS engines bulletin – 4091849
 Fuel sampling bulletin – 4022123
– M14 to ¼” NPT fitting
– ISO clean sample bottle – CC2818 (Intn‟l) or CC2719
(USA)
– ¼” NPT QuickDraw valve – CC2724
– Vacuum pump – CC2723
 Fuel filter restriction test fitting – 4918612
 Compucheck fitting – 3377244
 Vacuum gauge – ST-434
 Pressure gauge – ST-1273
Service Items You Should Always Have
 Inline 6 data link kit - 2892092
 Electrical power supply
– 2892089 (60Hz) or 2892090 (50Hz)
 Bench calibration base harness – 3163151
 CM850 adapter harness – 3164185
 CM2150 adapter harness – 4918583
 Multi-module bench kit – 4919064
– One additional multi-module wiring harness (p/n 4919022)
needed up-fit both CM850 & CM2150 adapter harnesses
 Fuel pump lifting bracket
– 4918227 (19) & 4918603 (38/50/60)
 HHP Injector Tester – 2892293
FAILURE MODES
MCRS Injector DMV Wear
 Failure Mode:
 Smoke, Low Power, No Start
 Failure Mechanism:
 Excessive hard particles in the fuel
 Diesel Metering Valve (DMV) seat worn
 Fuel leak path past DMV sealing area
 Excessive fueling
 Flow limiter may close and stop fueling
 Field Countermeasure:
– New NanoNet Stage 2 Fuel Filters have been released which remove more particles (FF5782)
 Root Cause: Excessive hard particles in the fuel

– Can be in the fuel when received or introduced during engine repairs and fuel handling practices
 Preventive Action:
 Test the fuel particle count to make sure it meets ISO 4406 standard 18/16/13
 Use clean fuel handling practices described in Cummins Bulletin 4091849

EBAA-7PLLVU
MCRS Injector Sticking
 Failure Mode: Excessive smoke, low power, no start
– Some pipeline corrosion inhibitors include acidic components
– Acidic components react with basic components to form soap
– Soap deposits form on injector control valve needle
– Restricted needle valve motion causes performance issue
 Countermeasure:
– Cummins recommends the use of Fleetguard Diesel Fuel Injector
Soap Build-up
Cleaner to prevent and remove any soap within the injector.
 Root Cause:
– Global & Industry-wide issue due to ULSD additives
• Soap = ULSD additive acids + sodium / calcium / biologicals

EBAA-7PLLVU
C2 Injector Seat Step Wear
 Failure Mode
– Low power, slow acceleration or white smoke
– Mean time to failure: 6500 hours
 Failure Mechanism – FTA in process
– Step worn into control valve body
– Needle sitting too low in control valve body
– Air gap between solenoid and needle too large
– Control valve slow to open
– Injected fuel quantity too low
– Low power
 Field Countermeasure
– HHP Injector Tester (“click tester”) flags injectors as failed
 Root Cause and Preventative Action – Pending FTA Results
 Corrective Action – Pending FTA Results
– Production: Moved to C3 fuel system
– Service: TBD
EBAA-7PLLVU
DMV28 Cross-section
DMV White Layer Not Removed
 Failure Mode
– Engine misfire, rough running or excessive smoke
 Failure Mechanism – FTA complete
– Very hard material not machined off of valve seat
– DMV ball is deformed when it impacts the seat
– Ball sticks in the holder and stops rotating which causes wear
– DMV doesn‟t seal & nozzle needle hold down pressure decreased
– Injection event starts too early or lasts too long
– High fuel injection quantity
– Engine misfire, rough running or excessive smoke
– Parts Alert 031-11 has been issued to inspect all shelf stock
• Return any injectors that match the affected injector sheet attached to the Parts Alert
 Root Cause and Preventative Action

– DMV seat wasn‟t machined deep enough to remove a hard, brittle layer
– The machining process has been changed to insure the entire layer is removed
 Corrective Action
– Production: All new engines have injectors made after the process change
– Service: Campaign C1202 released
CCOI-8L8LG4
Flow limiter in T-piece
C3 Injector Misfire
 Failure Mode
– Cold cylinder, misfire or rough running
– Relieve fuel rail pressure to reset the flow limiter in the T-piece
– Inspect ECM & wiring harness connections for water, fretting or corrosion
 Failure Mechanisms
– Mechanism A DMV28 Cross-section
• DMV worn due to fuel particle erosion
• Excessive fuel leakage to drain from injector DMV
• Low fuel injection quantity
• Cold cylinder or hard to start
– Mechanism B
• Long on-time caused by a false low rail pressure reading
• High fueling caused by the ECM sending a long on-time signal to injector
• Flow limiter closed due to momentary high fueling
• Injector doesn‟t inject fuel due to a closed flow limiter
• Engine runs rough or cold cylinder
– Intermittent false low rail pressure signal sent to the ECM
– Created software that is more robust to momentary false low rail pressure signal
• Release estimated in Q3 2013
CCOI-8YSNJZ
QSK MCRS Fuel Line Corrosion
 Failure Mode
– Corrosion at the high pressure fuel line connection
– Grommet inner diameter not sized properly for fuel tube diameter
– Inadequate grommet compression
– Leak path for water ingress
– Corrosion on outer wall surfaces of fuel line
– Put heat shrink over the brass nut to prevent water from entering the outer wall

– Fuel line design process inadequate
 Corrective Action (see next slide for part numbers)
– Production: Modification of grommet seal design for high-pressure fuel lines
– Service: Replace any fuel lines found with corrosion during normal service events
• Removal of a fuel line unnecessarily could cause an issue
PMON-874KBG
Fuel Line Leaking from Braided Section
 Failure Mode
– External fuel leaks from braided section of hose
– Liner material too thin & fuel velocity marginally high
– Electrostatic dissipating capacity too low
– Pin hole through inner liner of hose
– External fuel leak from braided section of hose
– Replace steel braided line with blue nylon hose
• See next slide for details

– Engineering standard changed to require FC234 material
– Production: Planning to change fuel line material from FC465 to FC234
– Service: Under investigation
DHAS-836ML3
MCRS Fuel Pump Serious Quality Problem
 Failure Mode: Oil leakage from fuel pump, engine fails to start/run,
excessive/unusual noise from the fuel pump
 High friction between roller and pin and non conformable material (steel
pin on steel bushing) causes relative motion between the roller and cam
 Long periods without running result in dry roller/pin interface
 Power Gen does not prelube before starting
 Countermeasure: Campaign C0935 – Proactive pump inspection with

Prelub installation and AV seals to raise sump oil level
 Root Cause: Lack of lubrication between roller/pin and cam/roller interfaces

at startup
 Corrective Action: Campaign C1340

 Brass bushing pump with AV seals, periodic prelube, and calibration with
lower fuel rail pressure during startup
 Oil By-pass circuit from Prelub pump directly to fuel pump accessory drive
 Preventive Action: Technical profile and QAP updated

FPPA Armature Scuffing
 Failure Mode
– Low Power, Black Smoke, Check Engine Light
– Median time to failure: 6400 hours
 Failure Mechanism – FTA Complete
– Varying fuel lubricity & bushing harder than armature
– Internal wear at bushing surface causes high friction
– FPPA doesn‟t close fast enough & causes a fuel pressure spike
– Pressure spike causes MDV to open
– Open MDV causes low fuel rail pressure & low power Slow vs Fast
– Test fuel lubricity (HFRR spec = 520 micron MAX)
• If out of spec, improve lubricity with additive
– Use „fast‟ FPPA on the CM850 system (same as FPPA used on CM2150 system)
• P/N 2882025
– A new ECM code is required for the „fast‟ vs „slow‟ FPPA
– A small extension harness may be needed to reach the „fast‟ FPPA
• P/N 2881173
MCRS Fuel Pumps Leaking at Weep Hole
 Failure Mode
– Oil or fuel leaking from weep hole of MCRS fuel pump
 Failure Mechanism – FTA Complete
– Design process inadequate
– Weep hole exposed to debris
– Debris wears out (oil or fuel) seal
– Seal leaks (oil or fuel) from weep hole
 Field Countermeasure for oil leaks
– Plug the weep hole if within acceptable limits

– Fuel pump design process inadequate
• Plan to update or create design standard with lessons learned
– Production: Plugging pump weep hole during assembly
• Weep hole removed from design in Q2 2011
– Service:
• Pump weep holes have been plugged at PDC‟s as of March 9th, 2011
• Contact your distributor for information regarding the field countermeasure
GOOD PRACTICES
Necessary Customer Maintenance Practices
 Monitor fuel cleanliness

– Take regular fuel samples at Stage 1 filter head inlet
• Minimum is ISO 18/16/13 w/ less than 200ppm water
– If above spec, take samples at every fuel handling location to
determine source of contamination
 Keep fuel tanks clean

– Check regularly for water bottoms or biological material
– Clean fuel tanks annually
 Stop using non-Fleetguard fuel additives
– Issues have been linked to additives on some sites
• Request the fuel supplier to stop using as well
Necessary Customer Maintenance Practices
 Use NanoNet filtration & replace when specified

– Other filters may not protect the fuel system
– Extended change intervals can release particles
 Never pre-fill stage 2 fuel filters
– Allows “dirty” unfiltered fuel to go directly to the fuel system
 We need your help communicating this to OEM‟s &

customers
– See Service Bulletin 4091849 for supporting info
OTHER ISSUES SEEN
Open Discussion
 What issues have you had with MCRS not

mentioned today?
 What help do you need to execute excellent

customer service?
APPENDIX
MCRS Injector & Pump Part Numbers
FUEL QUALITY
REQUIREMENTS
Fuel Quality Presentations from Cummins
 The video is now available on the Cummins
YouTube channel:
– http://www.youtube.com/watch?v=zy9a-LG4Mjw
• Also available on cumminsengines.com/fuel-quality
 A high-level PowerPoint is available on CIRCUIT:
– https://circuit.cummins.com/crt_cummins/content.jsp?tlaId=
1&marketId=10&anchorId=5593&ancId=149497
 A new lit piece is available on the
cumminsengine.com website:
– http://cumminsengines.com/brochures.aspx
 And we have a dedicated set of pages on
cumminsengines.com for Fuel Quality:
– http://cumminsengines.com/fuel-quality
Cummins Fuel Requirements
Cummins Fuel Req’mts Criteria
Viscosity 1.3-4.1 Centistokes @ 40C (104F)
Cetane number 42 min above 0C (32F), 45 min below
0C (32F)
Sulfur content Not to exceed 15 ppm max for systems
with aftertreatment
Corrosion Copper strip corrosion not to exceed
#3 after 3 hours at 50C (122F)
Corrosion NACE B+ or better
Carbon Residue Not to exceed 0.35 mass percent on
10 volume percent residium
Density 0.816 – 0.876 g/cc at 15C (59F)
0.820-0.845 g/cc is goal
Cloud Point 6C (10F) below ambient temperatures
at which fuel is expected to operate
81
Ash No detectable ash
Initial Boiling Point IPB No less than 160C (320F)
Distillation 10 volume percent at 282C (540F), 90
volume percent at 360C (680F), 100
volume percent at 385C (725F)
maximum. Distillation curve must be
smooth and continuous. . Note: refiners
use 690F (366C)
Lubricity HFRR: maximum of 520µm microns
(0.020 in) Wear Scar Diameter at 60C
(140F).
Maximum 460 µm (microns) is target per
ISO 12156 method (ASTM D975 limit of
520 microns)
82
Seizure Protection SLBOCLE: minimum of 3100 grams
(not for mineral oil based fuels)
Flash point Must observe proper flash point
requirements per local safety
regulations
Appearance Must appear to be clear (transparent)
and bright to exclude sediments and
free water [if not dyed intentionally],
not hazy
83
Additional Required properties – State of
the Art Fuel
State of the Art Fuel Criteria
ASTM D975 requirements Meet or exceed all requirements
Appearance Clean and bright, no visible particles and water
Particle contamination 18/16/13 or cleaner (at dispenser), (ISO 4406,
11171)
Total contamination 2 mg/kg maximum to attain 18/16/13 (at
dispenser), 10 mg/kg total per EN 12662
Oxidation stability 20 hours minimum (IP Rancimat)
Metal content (Zn, Cu, Mn, 0.1 ppm maximum each metal specie
Na, Ca, others)
84
Additional Required properties – State of
the Art Fuel
State of the Art Fuel Criteria
Total Acid Number 0.03 mg KOH/g for B0 maximum
(TAN) 0.05 mg KOH/g for B5 maximum
Water content 200 ppm dissolved maximum
No free water
(applies to biodiesel mix up to B5)
Bacterial, microbe Must not occur, indicates water sump in fuel tank
growth Shock treatment with biocides are required to
eliminate and refiltration of fuel to remove
residuals
Complete mechanical tank cleaning
Gasoline Addmixtures not allowed
Alcohol Addmixtures not allowed
Kerosene (Jet Fuel) Addmixtures must still fulfill ASTM specification for
Diesel Fuels
85
Additives
Constituent Criteria
Engine oil (used or new) Not allowed (source of metals)
Metal based additives Not allowed
Ash forming additives Not allowed
Other additives Not allowed if they provide undesirable
side effects
Fuel born catalysts (to support Not allowed if deteriorate oxidation
diesel particulate filter stability unless OEM shows them to do
regeneration) no harm
 Additives to fuel after dispensing must be shown to do no harm to
Engine/Fuel systems nor change the properties from the fuel quality
recommendations.
 Responsibility for the additive remains with the additive supplier and end
user.
 Use of the additive must not cause deviation from the specification.
86
WORLDWIDE FUEL QUALITY
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MCRS Fuel System Overview

 MCRS = Modular Common Rail System

 Lift pump pressure = 3-5 bar (44-73 psi)

 Stage 1 Fuel Filter Inlet Pressure Limits

ROLLER FOLLOWER 2-LOBE CAM

 Outputs 5-7 bar typically, but maxes out at 12bar

HPP OPERATION 7 INLET METERING VALVE

•Proportional control solenoid….

Control sleeve & piston

HPP OPERATION 8 INLET METERING VALVE

FUEL FROM STAGE

Piston @ IMV fully open

Piston @ IMV closed

HPP OPERATION 10 SUCTION/DELIVERY VALVES

HPP OPERATION 11 SUCTION/DELIVERY VALVES

FUEL SUPPLY GALLERY

 Mounted on Stage 1 fuel filter head

Rocker box seal

 FH234 Series Industrial Pro or Sea Pro 5

 Fuel Quality at Stage 1 inlet must be ≤ ISO

 FH239 Series Industrial Pro

 FF5644 – Stratopore 3 micron

10 C1-C2 C3-X40 Fueling

 C3 demonstrated 10x improvement over life of C1 and C2

CM2150 thicker than CM850

 If one injector is shorted to ground the other

 Released in December 2010

 Quality issue found in mid-2011

 Recalibrated testers available from PDC‟s now

 This test was designed to diagnose injector wear out

 Added injector drain flow measurements to Engine

 INSITE test that stops the electrical signal to injector

 Can be used to listen for an abnormal or non-

 If a cold cylinder is found on C3 engine, try relieving

 Can be used on engines without EGT‟s

 ECM capable of diagnosing open & short circuit

 Conditions that can‟t be diagnosed by ECM:

57 10/8/2013 Cummins Confidential

 Diesel Metering Valve (DMV) seat worn

 Fuel leak path past DMV sealing area

 Flow limiter may close and stop fueling

 Root Cause: Excessive hard particles in the fuel

 Use clean fuel handling practices described in Cummins Bulletin 4091849

– Acidic components react with basic components to form soap

– Soap deposits form on injector control valve needle

– Restricted needle valve motion causes performance issue

– Global & Industry-wide issue due to ULSD additives

• Soap = ULSD additive acids + sodium / calcium / biologicals

 Root Cause and Preventative Action

 Root Cause and Preventative Action

 Root Cause and Preventative Action

 Long periods without running result in dry roller/pin interface

 Power Gen does not prelube before starting

 Countermeasure: Campaign C0935 – Proactive pump inspection with

 Root Cause: Lack of lubrication between roller/pin and cam/roller interfaces

 Corrective Action: Campaign C1340

 Preventive Action: Technical profile and QAP updated

 Root Cause and Preventative Action

 Monitor fuel cleanliness

 Keep fuel tanks clean

 Use NanoNet filtration & replace when specified

 We need your help communicating this to OEM‟s &

 What issues have you had with MCRS not