Serq4102 NTS3

ACERT™ 2007
Heavy Duty Fuel System
GLOBAL MANPOWER DEVELOPMENT
Heavy Duty Fuel System
--Before we discuss the new Heavy Duty Fuel System let’s review the current
Heavy Duty Fuel Flow.
2007ACERT™_L03.ppt 1
Current HD Fuel Flow
Step #1 The fuel flows from the tank

--Step #2 fuel flows to the Primary Fuel Filter/Water Separator
--Step #3 fuel flows to the Fuel Transfer Pump(which pressurizes the fuel to 759
KPa or 110 psi
--Step #4 fuel flows to the 2 micron secondary fuel filter
--Step #5 fuel flows to the cylinder head, to the injectors
--Step #6 fuel drains back to tank.
ARD Fuel Supply
Fuel Enable Valve
--A new piece of hardware in the Heavy Duty Fuel Filter base is the Fuel Enable Valve.
--The fuel enable valve is a 4 way valve.
--Out of the 4 positions 2 of them are the most important. Position 1 allows the fuel to flow
from the Fuel Transfer Pump and on to the cylinder head when the CRS isn’t operating, and
the second position is fuel flows to the ARD head and to the cylinder head when the CRS is
operating.
--The Final 2 positions of the Fuel Enable Valve are: Position 3 allows unused fuel drains
back to tank and Position 4 will be present for production but is not currently in place is
purge air will purge any remaining fuel in the fuel filter base after a regeneration.
Fuel Supply – ARD Off
Engine
Supply
CRS test port
80-110 psi CRS off
230-280 psi CRS on
From Return
FTP to tank
--The fuel flow is different when the CRS is operating verses when it isn’t operating.
--Let’s begin with the ARD Flow OFF.
--The fuel flows from the tank to the Primary Fuel Filter/Water Separator, to the Fuel
Transfer Pump.
--Looking at the Fuel Filter Base you can see the fuel coming up from the Fuel Transfer
Pump and entering the Fuel Filter Base.
--The Fuel Enable Valve in the Fuel Filter base allows the fuel to then flow to the 2 Micron
Fuel Filter (located in the Fuel Filter Base), to the cylinder head (labeled engine supply at
759 KPa or 110 psi), to the injectors, and any unused fuel drains back to tank (labeled return
to tank).
--Notice the flow here isn’t any different here from current production.
--The Fuel Enable Valve allows the different flows to go to different locations at different
pressures because there are check valves within the fuel filter base.
CRS Off Schematic
ARD Schematic
•As a quick reference the fuel pressures will be shown in three different colors:green,
orange, and red. Green is very low pressure below 80 psi, orange is medium fuel pressure
between 80-110 psi, and red is high fuel pressure between 230-280 psi.
•The fuel flow begins at the fuel tank and because the fuel is at a very low pressure it is
shown in GREEN.
•The fuel is pulled from the fuel tank and flows through the 10 primary micron fuel filter
or fuel filter/water separator if equipped.
•The filtered fuel flows through the Fuel Transfer Pump and the FTP creates flow to
increase the fuel pressure to between 80-100 psi,therefore the fuel after the FTP is orange.
•There is a 280 psi bypass around the FTP (in case the system locks up in order to protect
the FTP)
•We are picking up with the ORANGE fuel now.
•The ECM commands the fuel enable valve to open which allowing fuel to flow around
the 160 psi regulator, and on to the secondary filter and into the cylinder head.
•The path for fuel to flow to the ARD is blocked when a regeneration isn’t occuring.
•You might notice the Fuel Enable Valve also allows fuel to drain, the fuel that returns to
the tank is GREEN, that is part of the purge pump strategy that will be discussed later.
CRS Off Schematic
ARD Schematic (continue):

•Fuel does not normally flow out the nozzle purge line back to tank. The Fuel Enable
Valve only allows air to purge fuel back to tank through this line when energized
properly during the air purge process. Otherwise, there is no fuel flowing in this line.
•The fuel has bypassed the 160 psi regulator and now flows to the 2 micron secondary
fuel filter and into the cylinder head.
•Before the secondary fuel filter there is an additional path for the fuel to flow to and
there is a 100 psi regulator in that path.
•The purpose of the 100 psi regulator is to “vent” or relief any pressure above 100 psi;
the fuel is ORANGE before the 100 psi regulator and GREEN after the regulator.
•The 75 psi regulator’s main purpose is to keep fuel pressure in the head.
•This is exactly the same check as found on current HD product.
•The 75 psi regulator prevents any very low pressure “drainage fuel” from reentering
higher pressure fuel (between 80-110 psi) that is designated for the cylinder head and
the injectors.
CRS On Schematic
The fuel flow begins at the fuel tank and because the fuel is at a very low pressure it
is shown in GREEN once again.
•The fuel is pulled from the fuel tank and flows through the 10 primary micron fuel
filter or fuel filter/water separator if equipped.
•The filtered fuel flows through the Fuel Transfer Pump and the FTP creates flow
which increases the fuel pressure to between 230-280 psi when the CRS is
operating. The 230-280 psi fuel is shown in RED.
•There is a 280 psi bypass around the FTP (in case the system locks up in order to
protect the FTP).
•The 230-280 psi fuel is directed to the ARD. Notice the Fuel Enable Valve in this
position forces fuel through the 160 psi regulator, and aids in the creation of ARD
Fuel pressure and delivery.
•We are picking up with the ORANGE fuel on the far side of the 160 psi regulator
now.
•During a regeneration fuel going to the ARD needs to be between 230-280 psi and
fuel going to the cylinder head needs to be between 80-110 psi; therefore the fuel is
now forced to go through the 160 psi regulator to reduce the fuel pressure going to
the 2 micron secondary fuel filter and the cylinder head.
•The 160 psi regulator is a differential regulator; therefore the regulator maintains a
pressure difference of 160 psi between the inlet fuel pressure (coming from the
FTP) and the outlet fuel pressure (going to the secondary filter and the cylinder
head).
CRS On Schematic
(continue):
The purpose of the 100 psi regulator is to “vent” or relief any pressure above 100
psi; the fuel is ORANGE before the 100 psi regulator and GREEN after the
regulator.
•The 100 psi regulator also leaves 80 psi available for the cylinder head.
•The 75 psi regulator’s main purpose is to keep fuel pressure in the head.
•The 75 psi regulator prevents any very low pressure “drainage fuel” from
reentering higher pressure fuel (between 80-110 psi) designated for the cylinder
head and the injectors.
ACERT™ 2007
ARD Fuel Manifolds
CRS Fuel Manifolds
--The CRS Fuel Manifolds come into play when the CRS is operating, so let’s
briefly discuss the different Fuel Manifolds.
Fuel Filter Base
Fuel Filter Base
--The first fuel manifold is located on the fuel filter base.

--This fuel manifold houses the Fuel Enable Valve that as shown before that directs
the fuel from the Fuel Transfer pump, to the cylinder head when the CRS isn’t
operating, to the CRS head and to the cylinder head simultaneously when a
regeneration is occuring, and return to tank.
--*There is a bypass on the fuel filter base that allows fuel to go into the filter if the
restriction on the hand priming pump is too great.
New Fuel Filter Base
ARD Nozzle Cleaning Port
Fuel Supply
Engine
Supply
CRS test port
80-110 psi CRS off
230-280 psi CRS on
From CRS Return

FTP Supply to tank
--This is another look at the fuel filter base that highlights the 4 different fuel flows the fuel
enable valve directs and they are: from the Fuel Transfer pump, to the cylinder head when
the CRS isn’t operating, to the CRS head and to the cylinder head simultaneously when a
regeneration is occuring, and return to tank.
--The fuel going to the CRS head does not go through secondary fuel filter, it is very
important to follow the maintenance intervals for the primary fuel filter.
*Instructor Nice to Know
*There is a test port indicated by the red arrow—the fuel pressure when the ARD isn’t
operating is 80-110 psi and when the ARD is on then the fuel pressure is 180 psi.
*The Fuel Transfer Pump on production engines has a different part number than the pre-
production Fuel Transfer Pumps currently in the field.
ARD Fuel Supply
--The single fuel line highlighted in red delivers the fuel from the Fuel Filter base to
the second fuel manifold.
Fuel Manifold #2 – CE2.0
Pilot Main Fuel

Fuel Line
Line
Pilot Main Fuel

Main Pilot Fuel Pressure
Solenoid Pressure Sensor
Solenoid Sensor
--On the Heavy Duty engines, the fuel flows from the first fuel manifold located on fuel
filter base to the second fuel manifold that is located above the flywheel, which you are
looking at.
--The location of this fuel manifold is changing.
--This second fuel manifold controls the quantity and pressure of the fuel that goes to the
CRS head.
--There is a Pilot Solenoid and a separate Main Solenoid that allow fuel to flow to the third
fuel manifold, which you will see in the next slide.
--The Pilot and Main solenoids are wired in series.
--A lower Pulse Width Modulation current controls Pilot injection pressure and a higher
Pulse Width Modulation current controls the main injection pressure.
--The Pilot Solenoid responds up to 1.3 Amps and the Main Solenoid responds to 1.3 Amps
and higher of current.
--There are also 2 fuel pressure sensors one for the pilot supply and one for the main supply.
--Notice the pilot and main hard fuel lines that are highlighted in purple, these fuel lines
carry the fuel to the third fuel manifold.
*The Pilot and Main Fuel Pressure Sensors are keyed differently, so they can’t be swapped.
*The threads on pilot and main solenoids are threaded differently. The pilot threads are
smaller.
Fuel Manifold #2 – Production
Pilot
Solenoid Main
Fuel Line
Main Pilot Fuel

Solenoid Line
Main Pressure Pilot Pressure

Sensor Sensors
--If an open-ended wrench is used the housing will separate. Use a socket when
installing.
New Fuel Supply (Cont.)
ARD Combustion
Combustion Air Holes
Pilot & Main

Exit here
ARD Combustion Continued
--Here are 2 more views of the nozzle.

--The Pilot Fuel and Main Fuel injections come out of the same nozzle, but use different
holes.
--In this case, both the pilot and main injections exit from different sized holes located in
the center of the nozzle.
--Looking at the image on the far right--The pilot spray is more narrow and is contained
within the blue lines and the main spray is wider and is contained within the red lines.
--The larger holes in the nozzle are to direct and swirl the combustion air.
--During a visual inspection to make sure combustion air holes are not plugged.
PWM Solenoid Current
PWM Solenoid Current
--Here is another view of the Pilot and Main Pulse Width Modulation Valves and the range
of currents each will receive.
--The Pilot solenoid responds to current flow up to 1.3 Amps and the Main solenoid
responds to current flow greater than 1.3 Amps.
-- Mild spring pressure causes the pilot solenoid to respond to current flow up to 1.3 amps
and strong spring force causes the main solenoid to respond to current flow greater than
1.3 amps.
*Instructor nice to know
*Flash Files with learning strategies will soon be in use and become the norm when
released engines receive the generation 2 VMAF update. This software learns the current
flow that is required to cause the desired response from each PWM valve.
Fuel Manifold #3
Pilot Coolant In Main Coolant Out
Pilot
Main
--This is the third fuel manifold on the C13’s and the C15’s.
--The pilot and main hard fuel lines feed into the fuel manifold on the turbo side of the
engine.
--On HD there are 3 fuel filters in this manifold and they are: pilot, main, and a filter for
purge air.
--If there is a major failure of the fuel system or the CRS head is replaced it is strongly
recommended that the 2 fuel filters are replaced.
--The Gobstopper filters are 40 micron and the ARD will run without the gobstopper filters
but the longevity of the nozzle will be affected.
--The main purpose of the third fuel manifold is to provide a transition between the hard
lines that enter the manifold on the left hand side to the soft lines feeding into the CRS
head.
6 Line Fuel Manifold #3
• Pilot & Main Fuel
• Coolant In & Out
• Nozzle & Sparkplug Purge Air
Fuel Supply Cont

--This is the third fuel manifold on the C13’s and the C15’s.
--The pilot and main hard fuel lines feed into the fuel manifold on the left hand side of the
engine.
--On HD there are 3 fuel filters in this manifold and they are: pilot, main, and a filter for
purge air.
--If there is a major failure of the fuel system or the CRS head is replaced it is strongly
recommended that the 2 fuel filters are replaced.
--The hard fuel lines transition to the soft lines feeding into the CRS head.
*Cat produced some heavy duty engines with 6 lines feeding into the head (Pilot Fuel,
Main Fuel, Coolant In, Coolant Out, Spark Plug Purge, and Nozzle Purge. These same
engines have the electric purge air pump bolted to the side of the engine.
MEUI-C 4 Wire Injector
Spill Valve
DOC Valve
--DOC- Direct Operated Check

--The C13 and C15 have a MEUI-C Injector.
--There are some new features on the injector.
--The injector has 4 wires to control it. Supply voltage is same as today’s engine
(108 vdc)
--The MEUI-C injector has essentially 2 solenoids stacked on top of each other.
--The 2 DOC wires control the DOC Valve and the 2 Spill Wires control the Spill
Valve in the injector.
--The solenoid for the Spill Valve has a supply and return wire and the solenoid for
the DOC Valve has a supply and return wire.
--The MEUI-C injector uses a 108 volt supply.
MEUI-C Injector
Pin #3
Pin #1
Pin #4 Pin #2
MEUI-C Injector
--The MEUI-C Connector has 4 pins: 2 for the DOC Valve and 2 for the Spill Valve
--Pin 1 = DOC high side
--Pin 2 = SPILL high side
--Pin 3 = DOC Return
--Pin 4 = SPILL Return
*The Spill Valve operates the same way as the Spill Valve in the MEUI-A Injector.
* The Spill valve is normally open and fuel spills back into the fuel rail. When the
spill solenoid is energized the spill valve is closed and pressure builds inside the
injector. Once the pressure is greater than the Valve Opening Pressure or VOP then
fuel is injected into the cylinder.
*The DOC (Direct Operated Check) valve controls the pressure at start-up and the
Spill Valve controls the pressure upon fuel delivery (the spill valve on the MEUI-C
injector has the same function as the spill valve on current production)
*The DOC Valve controls the start of injection by varying the time delay between
spill and DOC solenoid actuation. The injection pressure must still overcome VOP to
inject, but DOC allows the check to be held closed longer to achieve higher injection
pressures.
MEUI-C Injector
Pin #3
Pin #1
Pin #4 Pin #2
MEUI-C Injector (continue):
•If the DOC valve is energized early, then it behaves like a MEUI-A.
•*The DOC solenoid more accurately controls the start of injection, pre-load
pressure and then pressurize fuel, can also rate shape and help to meet emissions.
*The DOC valve controls the number of injections and can change the rate shape by
varying the firing of the DOC valve.
*If the DOC never opens up on it’s own then excessive pressure will be reached and
the DOC valve will open because of the excessive pressure.
*The MEUI-C injector has a 6 hole tip.
*MEUI-C injection pressure is 35,000 psi.
Plunger
Spill Valve
Supply/Return
DOC Valve
Check Piston
Check
End Injection Spill

Fill Pressurize Injection
--Here are some additional views of the MEUI-C injector.

--The Four modes of the injector are Pressurize, Injection, End Injection, and Spill.
--When the fuel is pressurizing, the Spill Valve closes and the DOC valve closes
that locks the check piston in place, both of these actions allow the fuel pressure to
build.
--During injection, high pressure fuel is injected and the DOC Valve opens which
allows the check piston to travel downward and inject the high pressure flow.
--During End of Injection, high pressure is not injected anymore and any residue
fuel is allowed to drain.
--During Spill, all fuel is allowed to drain and no pressure is building.
Cutaway
C13 Injector Timing
Rocker Arm Screw
Rocker Arm Jam Nut
Rocker Arm Button
91.56 mm C13
Injector Timing
Height
--For setting the injector timing setting on the C13 you must follow these steps:
--Step #1—Assemble the injector and torque the injector clamp
--Step #2—With the injector rocker arm roller on cam base circle adjust rocker arm
screw until rocker arm button touches the injector thrust plate.
--This is the injector timing setting starting point. The top red line is the top deck
and the bottom red line is the thrust plate.
--Step #3—Turn the rocker arm screw an additional ½ turn starting from the rocker
arm button and plate contact.
--Step #4—Lock the rocker arm screw using jam nut to complete injector timing
setting at 91.56 mm.
C15 Injector Timing
Rocker Arm Screw
Rocker Arm Jam Nut
Rocker Arm Button
105.6 mm C15
Injector Timing
Height
--For setting the injector timing setting on the C13 you must follow these steps:
--Step #1—Assemble the injector and torque the injector clamp
--Step #2—With the injector rocker arm roller on cam base circle adjust rocker arm
screw until rocker arm button touches the injector thrust plate.
--This is the injector timing setting starting point. The top red line is the top deck
and the bottom red line is the thrust plate.
--Step #3—Turn the rocker arm screw an additional ½ turn starting from the rocker
arm button and plate contact.
--Step #4—Lock the rocker arm screw using jam nut to complete injector timing
setting at 105.6 mm.

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ACERT™ 2007

Heavy Duty Fuel System

GLOBAL MANPOWER DEVELOPMENT

Heavy Duty Fuel System

GLOBAL MANPOWER DEVELOPMENT

Step #1 The fuel flows from the tank

Fuel Enable Valve

GLOBAL MANPOWER DEVELOPMENT

CRS test port

80-110 psi CRS off

230-280 psi CRS on

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

ARD Schematic (continue):

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

ARD Fuel Manifolds

GLOBAL MANPOWER DEVELOPMENT

CRS Fuel Manifolds

GLOBAL MANPOWER DEVELOPMENT

Fuel Filter Base

--The first fuel manifold is located on the fuel filter base.

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

CRS test port

80-110 psi CRS off

230-280 psi CRS on

From CRS Return

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

Pilot Main Fuel

Pilot Main Fuel

GLOBAL MANPOWER DEVELOPMENT

Main Pilot Fuel

Main Pressure Pilot Pressure

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

Pilot & Main

GLOBAL MANPOWER DEVELOPMENT

ARD Combustion Continued

--Here are 2 more views of the nozzle.

GLOBAL MANPOWER DEVELOPMENT

PWM Solenoid Current

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

Fuel Supply Cont

GLOBAL MANPOWER DEVELOPMENT

--DOC- Direct Operated Check

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

MEUI-C Injector (continue):

End Injection Spill

GLOBAL MANPOWER DEVELOPMENT

--Here are some additional views of the MEUI-C injector.

GLOBAL MANPOWER DEVELOPMENT

Rocker Arm Button

GLOBAL MANPOWER DEVELOPMENT

Rocker Arm Button

GLOBAL MANPOWER DEVELOPMENT

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