Engine SAA6D170E-5

Engine SAA6D170E-5 Page 1 (02/2006)

New Features of Tier 3 Engine

SAA6D170E-5
for WA600-6
Engine SAA6D170E-5 Page 2 (02/2006)
Comparison of Emission Control

6D170-3
6D170-5
Item (existing machine)
Tier3 Tier2
Fuel injection system Common rail HPI
(injection pressure) (160 MPa) (200 MPa)
EGR system Cooled EGR EGR is not provided
Turbocharger KTR130 SCHWTZER S500/KTR110
(Pressure ratio: 3.2) (Pressure ratio: 2.7)
Charge cooling system SAA SAA/SA

Combustion system New combustion Shall dish type toroidal

chamber (Swirl ratio: 1.0)
(Swirl ratio: 1.7)

Engine controller CMB850 CM500

Engine SAA6D170E-5 Page 3 (02/2006)

New Features of 170-5 Tier 3 Engine
Total APL Air-cooled Pre-filter/
after cooler Main fuel filter

New KTR130
Common rail
supply pump

Water-cooled
EGR cooler
Engine controller
CM850

3 Combination
Large capacity oil pan engine oil filters

Engine SAA6D170E-5 Page 4 (02/2006)

Left View of 170-5 Engine

Total APL Air-cooled Main fuel filter

after cooler
Pre-fuel filter

CRI supply
pump

Oil filters ( 3)

Engine controller
Electric priming pump

Engine SAA6D170E-5 Page 5 (02/2006)

EGR Components
Air Vent EGR Cooler EGR Valve

EGR Valve EGR Valve Oil

Water piping Oil Pump Supply Tubes

Engine SAA6D170E-5 Page 6 (02/2006)

EGR System

Air cleaner Turbocharger Muffler

EGR cooler OUT EGR cooler IN

EGR cooler
Fan
Exhaust manifold
After cooler

EGR valve IN
Engine cylinder

EGR valve
Intake manifold
EGR valve OUT

Venturi

Engine SAA6D170E-5 Page 7 (02/2006)

EGR Valve Structure

Proportional control valve

Oil inlet port
Solenoid

Carbon scraper
Case

Flow of
EGR gas

Stroke sensor

Hydraulic piston
Oil outlet port

Valve Don't run error detection for one (1)

minute after engine start until the
EGR valve lift: 10 mm coolant temperature reaches 20 C
(EGR valve Bypass lift: 13 mm) (becomes stable)

Engine SAA6D170E-5 Page 8 (02/2006)

EGR Actuator PWM Signal

Full
Larger Duty Cycle = Larger Current
Voltage
100 % Current

90 % Duty
Cycle 50 %Current

10%Current

Zero
Voltage
Actuator Current Rise

Full
Current Rise Lags Voltage Rise
Voltage
100 % Current

50 % Duty
Cycle 50 %Current

10%Current

Zero
Voltage

Full
Voltage
100 % Current

10 % Duty
Cycle 50 %Current

10%Current

Zero
Voltage

Engine SAA6D170E-5 Page 9 (02/2006)

EGR Solenoid Valve

The EGR solenoid valve is driven by

the command current of the ECU to
open and close the EGR valve.

If the EGR solenoid valve is

disconnected or shorted to ground
the ECU de-energizes the EGR
solenoid valve for emergency
operation.

In this case the EGR valve remains

closed and the engine output is
reduced.
EGR solenoid
valve

Engine SAA6D170E-5 Page 10 (02/2006)

EGR Valve Lift Sensor

The EGR valve lift sensor is driven

by a 5 Volt command signal of the
ECU.

If the EGR valve lift sensor is

disconnected or shorted to ground
the ECU de-energizes the EGR
solenoid valve for emergency
operation.

In this case the EGR valve remains

closed and the engine output is
reduced.
EGR valve lift
sensor

Engine SAA6D170E-5 Page 11 (02/2006)

EGR Valve Stroke
Peak Torque

Lift
Peak Torque
Max Lift : 10 mm
Torque / Boost

Fully Open
Rated Horsepower

Medium Lift

Fully Closed
High Idle
Low Idle
Engine Speed
Engine RPM

Engine SAA6D170E-5 Page 12 (02/2006)

Venturi Nozzle

Gas nozzle

EGR Gas

Intake Air
Venturi

Engine SAA6D170E-5 Page 13 (02/2006)

New Combustion Chamber Piston

New combustion chamber piston

Engine SAA6D170E-5 Page 14 (02/2006)

Two-Stage Combustion Concept
First stage of combustion:
Fuel is injected into the cavity
in the combustion chamber
to limit the combustion speed
(to reduce NOx).
Engine SAA6D170E-5 Page 15 (02/2006)
Second stage of combustion:
Fuel is injected into tapered
outer periphery of the
combustion chamber to
promote mixing of the fuel with
the air, reducing the PM and
fuel consumption. Combustion
is completed at the tapered
section, which should result in
less soot formation in the oil.
CRI Supply Pump

1st. cylinder TDC

position inspection hole

CRI fuel pump

Engine SAA6D170E-5 Page 16 (02/2006)

CRI Supply Pump

The CRI pump is timed by the engine

gear train.
The CRI pump drive uses a missing
gear tooth for timing on both ends.

Engine SAA6D170E-5 Page 17 (02/2006)

Fuel Circuit of Electric Fuel Priming Pump

Electrical priming
pump

Injector
Air bleed
orifice

Spill line Air bleeding line

Common-rail
Main filter
ECM Cooler

Pre-filter Supply
pump

Fuel tank Feed pump Over flow valve

(245 kPa)

Relief valve (490 kPa) :Block of centralized fuel

Engine SAA6D170E-5 Page 18 (02/2006)

Centralized Fuel Lines

Return from Injectors spill

Return to fuel tank

Return from overflow

valve of supply pump

Return to fuel tank

Return from air bleed

From fuel pre-filter

To main fuel filter

Return from ECM cooler

Engine SAA6D170E-5 Page 19 (02/2006)

Electrical Fuel Priming Pump Operation

Relationship between pump operation and lamp

Electrically operated priming
The pump operation cycle (run and
pump switch Switch in "ON" position stop) is repeated ten times before the
Installed in the engine room pump being automatically stopped.
on WA600-6
Electrically Run
operated
Stop
priming
pump Stopped for 10 seconds
Run for 30 seconds
Lamp Switch Flashing
Lamp
Turned off

Upon completion of ten cycles (approx. 6.5 min), the lamp

automatically turns off and the pump stops.

<Notes>
It is not required to loosen the air bleeding plug in the fuel circuit when the electrically operated
priming pump is used.
Pressure is applied to the fuel circuit while the electrically operated priming pump is running.
To prevent the fuel from spouting, avoid loosening the air bleeding plug while the pump is running.

Engine SAA6D170E-5 Page 20 (02/2006)

CRI Fuel System

WA600-6
CRI System
Engine SAA6D170E-5 Page 21 (02/2006)
CRI Fuel System Diagram

ECU
ECU: Cooler plate for
Engine Control Unit

Strainer

Engine SAA6D170E-5 Page 22 (02/2006)

CRI Fuel System

The CRI system distributes the high pressure fuel, supplied by the CRI
pump, through the common rail to all cylinders.
The solenoid valve in the injector opens and closes the needle valve to
start injection according the ECU`s command signals.

Engine SAA6D170E-5 Page 23 (02/2006)

CRI Fuel System

The ECU calculates and controls injection timing and injection quantity
according to the sensor signals.

Engine SAA6D170E-5 Page 24 (02/2006)

CRI Fuel Supply Pump
S U P P LY pum p
PCV
replacement with
priming pump
a assembly
valve plate

delivery valve

barrel
plunger overflow valve

replacement
with a set
cylinder NO.sensor
matching (2.50.5

feed pump

tappet spring camshaft

tappet

roller bearing
(inside of the housing)
Engine SAA6D170E-5 Page 25 (02/2006)
PCV Solenoid Valve

PCV Magnetventile

Engine SAA6D170E-5 Page 26 (02/2006)

Fuel Feed Pump

Fuel feed pump

Engine SAA6D170E-5 Page 27 (02/2006)

PCV Solenoid Valves

The PCV solenoid valves (Pump Control Valves) are used to

generate common rail fuel pressure by controlling fuel
delivery.

The PCVs are energized by the ECU.

The CRI high pressure pump employs a 3-head cam shaft,

rotating with cam shaft speed.

The number of feeding times to the rail after 1 turn of the cam
shaft is the same as the number of times fuel is injected from
the rail.

The PCV solenoid vales keep the common rail fuel pressure
stable.
Engine SAA6D170E-5 Page 28 (02/2006)
PCV Solenoid Valve Operation

During (A):
The PCV is de-energized and open. During the suction stroke
of the plunger low pressure fuel is sucked into the chamber.

During (B):
The PCV is still de-energized while the plunger starts to move
up. The sucked fuel is returned through the PCV without
being pressurized.

Engine SAA6D170E-5 Page 29 (02/2006)

PCV Solenoid Valve Operation

Engine SAA6D170E-5 Page 30 (02/2006)

PCV Solenoid Valve Operation

During (C):
The PCV is energized (24 Volts) and closed. The calculated
fuel quantity is pressurized by the plunger and fed through
the fuel delivery check valves to the common rail.

During (D):
After the cam passes the maximum lift the delivery check
valve closes to stop fuel feeding. At the same time the PCV is
de-energized.
Low pressure fuel is sucked during the down stroke of the
plunger.
The cycle starts again at (A).

Engine SAA6D170E-5 Page 31 (02/2006)

PCV Solenoid Valve Operation

Engine SAA6D170E-5 Page 32 (02/2006)

PCV Solenoid Valve Operation

Total Cycle

Engine SAA6D170E-5 Page 33 (02/2006)

PCV Solenoid Valve Operation

The PCVs are now powered by

the ECU on Tier 3 engines.
PCV solenoid valve resistance:
2,3 5,3 Ohms

Note: This is the same resistance

as on Tier 2 engines.

Engine SAA6D170E-5 Page 34 (02/2006)

Common Rail
Flow damper Pressure limiter

Engine SAA6D170E-5 Page 35 (02/2006)

Flow Damper No Injection

The flow damper reduces the pressure pulses in the

high pressure injection piping. In case of a leakage on
the high pressure piping the flow damper stops the fuel
flow.
Piston (2) is in contact with stopper (1) by spring force
(3). Fuel from the injectors is drained through orifice (a)
of the piston (2) and a clearance in the sliding parts.

Engine SAA6D170E-5 Page 36 (02/2006)

Flow Damper Normal Injection

Fuel pressure is applied to the piston.

The spring is compressed while the piston moves to the
right.
The fuel is supplied through orifice of the piston and a
clearance in the sliding parts.

Engine SAA6D170E-5 Page 37 (02/2006)

Flow Damper Injection Stopped

There is a abnormal high leakage on the high pressure

piping.
The piston moves full stroke to the right and fuel flow
is stopped.

Engine SAA6D170E-5 Page 38 (02/2006)

Pressure Limiter

1 Ball
2 Valve housing
3 Spring
4 Guide pin
5 Orifice housing

The pressure limiter releases abnormal

high fuel pressure to tank.

The pressure limiter opens at 200 MPa

(2040 kg/ cm) and closes 30 Mpa (310
kg/ cm) to maintain fuel pressure.
Engine SAA6D170E-5 Page 39 (02/2006)
Fuel Pressure Sensor

The pressure sensor is installed to the

common rail to send the actual rail fuel
pressure signal back to the ECM.
Maximum Rail Pressure on WA600-6:
1600 kg/ cm

Engine SAA6D170E-5 Page 40 (02/2006)

Fuel Injector

The TWV solenoid valve controls the pressure in the control chamber.
The TWV is energized to inject the optimum quantity of fuel by the
optimum timing at the optimum rate und the optimum spray condition to
the combustion chamber.

TWV OFF TWV ON

Engine SAA6D170E-5 Page 41 (02/2006)

Next Generation CRI Fuel Injector
Injector
Ceramic ball at the tip of the seat D2 orifice

D1 orifice

2-way valve

Common rail pressure

1600 kg/ cm

Engine SAA6D170E-5 Page 42 (02/2006)

Injector and Wire Harness

High pressure
connecter

Wire harness Injector

Engine SAA6D170E-5 Page 43 (02/2006)

Engine Control Unit

SAA6D170E-5
for WA600-6
Engine SAA6D170E-5 Page 44 (02/2006)
Aim of Development
1. Development of common engines applicable to Komatsu's next generation emission
control compliance engine family
Common ECM hardware applicable to engines from 3.3 to 78 liter piston
displacement
Common ECM (for 107, 114, 125, 140, 170, 12V140, etc.) irrespective of engine
production plant

2. Development of communization between Komatsu and Cummins brands

Coexistence of production and service interfaces
Sharing software development tool

3. Development of engine mount structure

Improved engine production and service

4. Sharing hardware for mass production engines by Cummins

Reduction of development and product costs
From 10,000 units/year to the world of 100,000 units/year
Development of mount technology for the Cummins engines currently in mass
production

Engine SAA6D170E-5 Page 45 (02/2006)

Engine ECM (1/2)

Vertical

Horizontal
Front-rear

Actuating temperature: Ambient -40 to

+105C Connector type No. Back shell type No.
Power supply harness DTP06-4S New setting required
Engine harness DRC26-60S-05 0528-002-6005
Machine body harness DRC26-50S-04 0528-001-5005
Engine SAA6D170E-5 Page 46 (02/2006)
Engine ECM (2/2)

50-pin machine body

4-pin power 60-pin engine
supply

107 engine controller mounting bracket

(Protection from the heat by thermal insulation effect)

ECM : Electronic Control Module

Engine SAA6D170E-5 Page 47 (02/2006)

Power Supply Connector 4 Pins (DTP06-4S)

1 Battery power supply (-)

2 Battery power supply (-)

3 Battery power supply (+)

4 Battery power supply (+)

4-pin power
supply

60-pin
engine
50-pin
machine
body

Engine SAA6D170E-5 Page 48 (02/2006)

Engine Connector 60 Pins (DRC26-60S-05)

Pin No.1

Pin No.60

4-pin power
supply

60-pin
engine
50-pin
machine
body

Engine SAA6D170E-5 Page 49 (02/2006)

Engine Connector 50 Pins (DRC26-50S-04)

Pin No.1
Pin No.50

4-pin power
supply

60-pin
engine
50-pin
machine
body

Engine SAA6D170E-5 Page 50 (02/2006)

SAA6D170E-5 Communication
Service connector
Engine speed and position
Main pulse
Backup pulse
Injection control
Supply pump #1
Supply pump #2
Injector #1
Injector #2
Injector #3
Injector #4
Injector #5
Injector #6
Fuel rail pressure
Fuel temperature
Emission control
EGR valve control
Bypass valve control
Charge pressure
Charge temperature
EGR valve inlet port pressure
EGR valve lift control
Bypass valve lift control
Ambient pressure
Ambient temperature
Engine monitor
Oil pressure sensor
Coolant temperature
Oil temperature (optional)
Exhaust temperature #1
Exhaust temperature #2
Blow-by
Engine SAA6D170E-5
Key switch
Idle validation SW1
Idle validation SW2
Throttle (fuel dial)
Inlet heater sub-relay
Communications via
KOMNET
Transmitted to engine
controller
Machine monitor 1. LSI control
(panel)
2. HSI control
Machine controller #1
(example: transmission 3. AS control
controller)
Throttle command
Machine controller #2 Throttle limit
(example: brake controller)
Throttle adjustment
4. Power mode selection
5. Cylinder cut-out
No-injection cranking
Power supply 1 (+) Theft prevention
Power supply 2 (+)
Power supply 1 (-)
Received from engine controller
Power supply 2 (-)
1.Engine operation information
speed and output torque
2. Error code
3. Monitoring information
Page 51 (02/2006)
Various Controls

Engine SAA6D170E-5 Page 52 (02/2006)

Electric Circuit Diagram (1/3)

High Voltage
55 - 65 Volt

Engine SAA6D170E-5 Page 53 (02/2006)

Electric Circuit Diagram (2/3)

Charger Circuit :
About 8 Ampere at
injection start!

Engine SAA6D170E-5 Page 54 (02/2006)

Electric Circuit Diagram (3/3)

Charger Circuit :
About 4 Ampere
during injection!

Engine SAA6D170E-5 Page 55 (02/2006)

G Sensor and NE - Sensor

Engine SAA6D170E-5 Page 56 (02/2006)

NE - Sensor

The NE-Sensor transmits a pulse

signal of the actual crank shaft angle
to the ECU. The signal is taken from
drillings on the rear face of the fly
wheel.
The gap between sensor and fly
wheel is 1 to 2 Millimetres.

Engine SAA6D170E-5 Page 57 (02/2006)

NE Sensor Flywheel

Signal holes are provided in

the flywheel every 6 degrees
(60 holes).
But 3 holes are not drilled
providing a TDC signal.
There are a total of 57 signal
holes.
Therefore, for every 2 turns of
the engine, 114 pulses are
output are generated.

From this signal, the engine

speed and the crank angle for
every 6 degrees is detected
by the ECM.

Engine SAA6D170E-5 Page 58 (02/2006)

G Sensor

G revolution sensor (cylinder

judgement sensor):

The disc-shaped gear provided

in the center of the camshaft of
the high-pressure pump has
teeth cut (a notch is made)
every 120 degrees , and in
addition, there is an extra tooth
at one point.

In the same way as the NE

revolution sensor, the change in
the line of magnetic force
passing through the coil is used
to generate an AC voltage.

Engine SAA6D170E-5 Page 59 (02/2006)

G Sensor and NE Sensor Pulse Signals

Therefore, for every 2 turns of the engine crank shaft, 7 pulses are output.
The combination of the NE revolution sensor pulse and G revolution
sensor pulse is recognized as the No. 1 cylinder standard pulse.

Engine SAA6D170E-5 Page 60 (02/2006)

Accelerator Pedal

Engine SAA6D170E-5 Page 61 (02/2006)

Coolant Temperature Sensor

Coolant temperature
sensor (CN TWTR)

Engine SAA6D170E-5 Page 62 (02/2006)

Coolant Temperature Sensor

The coolant temperature sensor senses the coolant temperature and

sends a signal to the ECU.
The sensor is a thermistor and the resistance changes according to the
coolant temperature. The ECU applies a 5 Volt signal to the thermistor
and senses the temperature by the change of the voltage from the
thermistor.

If the coolant temperature sensor is

disconnected or shorted to ground the ECU
fixes the temperature at 90Celsius for
emergency operation.

Engine SAA6D170E-5 Page 63 (02/2006)

Charge Air Temperature Sensor

The sensor is used to measure the actual charge air temperature. The
function of the sensor is the same as the coolant temperature sensor.

Charge air temperature

sensor

If the charge air tempera-

ture sensor is disconnected
or shorted to ground the
ECU fixes the temperature
at 70Celsius for emergency
operation.
Engine SAA6D170E-5 Page 64 (02/2006)
Charge Air Pressure Sensor

The sensor is used to measure the actual charge air pressure. The graph
shows the output signal characteristics of the charge air pressure senor.
If the charge air pressure sensor is disconnected or shorted to ground the
ECU fixes the pressure to 400 kPa for emergency operation.

Charge air pressure

sensor

Engine SAA6D170E-5 Page 65 (02/2006)

Ambient Air Pressure Sensor

The sensor is used to correct the altitude. The graph shows the output
signal characteristics of the charge air pressure senor.
If the ambient air pressure sensor is disconnected or shorted to ground
the ECU fixes the air pressure to 52,44 kPa for emergency operation.

Ambient air
pressure sensor

Engine SAA6D170E-5 Page 66 (02/2006)

Fuel Temperature Sensor

The sensor is used to measure

Fuel temperature sensor
the return fuel temperature
from the injector return line. In The sensor is mounted
case of abnormal high fuel behind the engine oil filters.
temperature the engine will be
de-rated for approx. 4 - 6 %?
The function of the sensor is
the same as for the coolant
temperature sensor.

If the fuel temperature

sensor is disconnected or
shorted to ground the ECU
fixes the temperature at
90Celsius for emergency
operation.
Engine SAA6D170E-5 Page 67 (02/2006)
Rail Pressure Pressure Sensor
The sensor is used to measure the actual fuel pressure inside the common
rail. The graph shows the output signal characteristics of the CRI pressure
senor. If the CRI sensor is disconnected or shorted to ground the ECU
fixes the CRI pressure to fixed value for emergency operation with reduced
output.

CRI fuel pressure sensor

Engine SAA6D170E-5 Page 68 (02/2006)

Engine Oil Pressure Pressure Sensor

The sensor is used to measure the actual engine oil pressure.

If the engine oil pressure

sensor is abnormally high Engine oil pressure Engine oil
the ECU fixes the engine oil sensor temperature sensor
pressure at 250 kPa for
operation.

If the engine oil pressure

signal is to low the EGR
Valve, and, if installed, the
Bypass Valve will be
closed. The engine is
operated with reduced
engine output.

Engine SAA6D170E-5 Page 69 (02/2006)

Engine SAA6D170E-5 Page 70 (02/2006)