Common Rail Injectors with Poppet Valve
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Testing the System Page 1 of 4
Testing the system Page 1 of 4 Testing the system Vehicle diagnostic, testing and information system -VAS 5051B- Test sequence Coolant temperature at least 80 °C. Vehicles with automatic gearbox: selector lever in position P or N – Connect vehicle diagnostic, testing and information system -VAS 5051B- and select vehicle system “01 - Engine electronics” from list. Engine must be idling. WARNING Test equipment must always be secured on the rear seat and operated from that position by a second person. If test and measuring instruments are operated from front passenger's seat and the vehicle is involved in an accident, the person sitting in this seat could be seriously injured when the airbag is triggered. Display on -VAS 5051B-: – From list -1- select diagnostic function “04 - Basic setting”. Display on -VAS 5051B-: 1 - Enter display group – Using the keypad -2-, enter “094” to select “Display group 094” and confirm entry with the Q key. vw-wi://rl/A.en-GB.A04.5636.29.wi::37889621.xml?xsl=3 14.01.2014 Testing the system Page 2 of 4 – Activate basic setting by touching key A . Display on -VAS 5051B-: – Increase the engine speed to above 2000 rpm for approx. 10 seconds. – Check specifications in display zones -3- and -4-. Display zones 1234 Display group 94: variable valve timing, bank 1 (right-side) and bank 2 (left-side) Display xxxx rpm --- --- --- Readout Engine speed Variable valve timing Variable valve timing Variable valve timing bank 1 bank 2 Range CS-ctrl ON Test OFF Test OFF CS-ctrl OFF Test ON Test ON Syst. -
Camshaft Deviation Codes.Pdf
AD07.61 -P-4000 -94VA Page 1 of 2 AD07.61-P-4000- Continuous camshaft adjustment - 94VA fault code description ME Angular deviation of camshafts to the crankshaft 1 Fault code 1197 Exhaust camshaft on right cylinder bank, permanent advanced ( Readout on generic scan tool) position (P0017) 1198 Exhaust camshaft on right cylinder bank, permanent retarded position (P0017) 1200 Exhaust camshaft on right cylinder bank, displacement (P0017) 1201 Exhaust camshaft on left cylinder bank, permanent advanced position (P0019) 1202 Exhaust camshaft on left cylinder bank, permanent retarded position (P0019) 1204 Exhaust camshaft on left cylinder bank, displacement (P0019) 1205 Intake camshaft on right cylinder bank, permanent advanced position (P0016) 1206 Intake camshaft on right cylinder bank, permanent retarded position (P0016) 1208 Intake camshaft on right cylinder bank, displacement (P0016) 1209 Intake camshaft on left cylinder bank, permanent advanced position (P0018) 1210 Intake camshaft on left cylinder bank, permanent retarded position (P0018) 1212 Intake camshaft on left cylinder bank, displacement (P0018) 2 Fault storage After expiry of test duration and fault Actuation of engine diagnosis Following two successive driving cycles with faults indicator lamp (EURO4) or CHECK ENGINE (MIL) malfunction indicator lamp 3 Checking frequency Continuous 4 Checked signal or status Comparison of position of the intake camshaft or exhaust camshaft to position of the crankshaft 5 Fault setting conditions 1197, 1201, 1205, 1209 - Permanent advanced position greater than a 20° crank angle 1198, 1202, 1206, 1210 - Permanent retarded position greater than a 20° crank angle 1200, 1204, 1208, 1212 - Fault if after adjustment of a camshaft the new position deviates more than a 9° crank angle from the required value. -
Off-Road Industrial Engines MAN Engines Off-Road Diesel Engines Fordiesel Agricultural and Environmental, Construction and Special Machinery and Special Construction
Industrial engines Off-Road Off-Road Diesel engines for agricultural and environmental, construction and special machinery MAN Engines Built for everyone who wants to move things in a big way. Contents MAN diesel engines for agricultural and construction machinery Performance spectrum and applications . 4 MAN key technologies . 4 Development to meet operational requirements . 4 Easy system integration . 4 Intelligent service solutions . 4 The shared component concept . 4 Modular exhaust gas treatment kit (AGN kit) . 4 Reliability . 4 Description of engines D0834 and D0836 . 6 D2676 . 8 D3876 . 10 D2868 . 12 D2862 . 14 MAN diesel engines for agricultural and construction machinery Time and cost pressure are increasing, both in agriculture and in the construction industry. This is why reliability and economic efficiency are more important in these businesses than ever before. MAN engines are the constant factor that makes the machines reliable, both in brisk day-to-day business and in their life-cycle costs. Our MAN engines can help you move things in a big way – either as a vehicle operator or as a designer. Performance spectrum and applications MAN off-road engines with a displacement of 4.6 to 24.2 liters come with ratings ranging from 110 kW to 882 kW (150 hp to 1 200 hp). Applications include: nnAgricultural machinery nnCutters and shredders nnSpecial machinery such as nnConstruction machinery nnEnvironmental and recycling snowcats nnMobile cranes and materials technology transport MAN key technologies Development to meet operational Easy system integration Our key to your success: When de signing requirements One name – one system . MAN makes and developing an MAN off-road engine, Our concepts are off-road in the truest use of a single defined engine inter- we rely on innovative technologies such sense of the word, that is to say they face to exchange data and commands as turbo-charging using variable turbine are extraordinary . -
FUEL INJECTION SYSTEM for CI ENGINES the Function of a Fuel
FUEL INJECTION SYSTEM FOR CI ENGINES The function of a fuel injection system is to meter the appropriate quantity of fuel for the given engine speed and load to each cylinder, each cycle, and inject that fuel at the appropriate time in the cycle at the desired rate with the spray configuration required for the particular combustion chamber employed. It is important that injection begin and end cleanly, and avoid any secondary injections. To accomplish this function, fuel is usually drawn from the fuel tank by a supply pump, and forced through a filter to the injection pump. The injection pump sends fuel under pressure to the nozzle pipes which carry fuel to the injector nozzles located in each cylinder head. Excess fuel goes back to the fuel tank. CI engines are operated unthrottled, with engine speed and power controlled by the amount of fuel injected during each cycle. This allows for high volumetric efficiency at all speeds, with the intake system designed for very little flow restriction of the incoming air. FUNCTIONAL REQUIREMENTS OF AN INJECTION SYSTEM For a proper running and good performance of the engine, the following requirements must be met by the injection system: • Accurate metering of the fuel injected per cycle. Metering errors may cause drastic variation from the desired output. The quantity of the fuel metered should vary to meet changing speed and load requirements of the engine. • Correct timing of the injection of the fuel in the cycle so that maximum power is obtained. • Proper control of rate of injection so that the desired heat-release pattern is achieved during combustion. -
Heat Release Analysis and Modeling for a Common-Rail Diesel Engine
University of Tennessee, Knoxville TRACE: Tennessee Research and Creative Exchange Masters Theses Graduate School 8-2002 Heat Release Analysis and Modeling for a Common-Rail Diesel Engine M. Rajkumar University of Tennessee - Knoxville Follow this and additional works at: https://trace.tennessee.edu/utk_gradthes Part of the Mechanical Engineering Commons Recommended Citation Rajkumar, M., "Heat Release Analysis and Modeling for a Common-Rail Diesel Engine. " Master's Thesis, University of Tennessee, 2002. https://trace.tennessee.edu/utk_gradthes/2144 This Thesis is brought to you for free and open access by the Graduate School at TRACE: Tennessee Research and Creative Exchange. It has been accepted for inclusion in Masters Theses by an authorized administrator of TRACE: Tennessee Research and Creative Exchange. For more information, please contact [email protected]. To the Graduate Council: I am submitting herewith a thesis written by M. Rajkumar entitled "Heat Release Analysis and Modeling for a Common-Rail Diesel Engine." I have examined the final electronic copy of this thesis for form and content and recommend that it be accepted in partial fulfillment of the requirements for the degree of Master of Science, with a major in Mechanical Engineering. Dr. Ming Zheng, Major Professor We have read this thesis and recommend its acceptance: Dr. Jeffrey W. Hodgson, Dr. David K. Irick Accepted for the Council: Carolyn R. Hodges Vice Provost and Dean of the Graduate School (Original signatures are on file with official studentecor r ds.) To the Graduate Council: I am submitting herewith a thesis written by M.Rajkumar entitled "Heat Release Analysis and Modeling for a Common-Rail Diesel Engine”. -
Sudden Acceleration in Vehicles with Common Rail Diesel Engines
Sudden Acceleration in Vehicles with Common Rail Diesel Engines by Ronald A. Belt Plymouth, MN 55447 1 July 2016 Abstract: An explanation is given for sudden unintended acceleration (SUA) in vehicles with common rail diesel engines. SUA is explained by an increase in the gain of the common rail pressure controller that leads to more fuel being injected into the engine than the throttle map specifies. The gain increase is caused by an erroneous battery voltage compensation coefficient produced by a negative voltage spike occurring while the battery voltage is being sampled. The erroneous battery voltage compensation coefficient increases the fuel injected into the engine, causing an increase in the engine speed, which causes the next iteration of the throttle map to issue a new common rail pressure set-point that is even higher than the previous one. The result is a runaway engine speed without the driver’s foot being on the accelerator pedal. No diagnostic trouble code (DTC) is produced because all the engine sensors and actuators are working normally except for the battery voltage compensation coefficient, and this compensation coefficient is not checked for an erroneous value. This explains why a majority of SUA incidents occur while the engine is at idle in a parking lot or at stop sign because this is the only time that the battery voltage can be determined by sampling the supply voltage. It also explains why the high engine speeds go away when the ignition is turned off and the engine is restarted, because a new battery voltage sample is taken after restarting that is not affected by a random negative voltage spike. -
Table of Contents S65B40 Engine
Table of Contents S65B40 Engine Subject Page Crankcase and Crankshaft Drive . .3 Engine Block with Bedplate Construction . .3 Crankshaft . .4 Connecting Rods . .4 Pistons . .5 Oil Supply . .6 Oil Supply Hydraulic Circuit Diagram . .8 Valvetrain . .10 Cylinder Head . .10 Hydraulic Bucket Tappet . .11 CamshaftDrive................................................12 VANOS . .13 Belt Drive . .16 Air Supply . .17 Air Intake Guide/Oil Separator/Secondary Air System . .17 Oil Separators . .18 Secondary Air System . .18 Individual Throttle Butterfly System . .19 Idle Control System . .20 Fuel Supply . .21 Cooling System . .22 Exhaust System . .24 Initial Print Date: 1/08 Revision Date: S65B40 Engine Model: E90 M3, E92 M3 Production: 2/2008 After completion of this module you will be able to: Identify the components of the S65B40 engine Identify the difference between the S85B50 and S65B40 engines Explain the oil supply system of the engine 2 S65B40 Engine Crankcase and Crankshaft Drive Engine Block with Bedplate Construction The construction and materials are identical to the S85; the upper low-pressure die-cast crankcase is made from an aluminum-silicon alloy. The cylinder bores are formed using exposed hard silicon crystals, rendering the use of cylinder liners redundant. The lower crankcase (bedplate) is also constructed using die-cast aluminum. Due to the extreme forces, grey cast iron inlays are used to reinforce the bedplate construction. These also limit crankshaft bearing clearances over a greater temperature range and thus have a positive effect on the oil flow rate. S65B40 Engine block with bedplate construction Index Explanation 1 Engine block (upper section) 2 Grey cast iron inlays 3 Bedplate construction (lower section) 3 S65B40 Engine Crankshaft The five-bearing crankshaft is forged from a single piece, including the two double-chain wheels for driving the valve gear. -
Common Rail Design & Field Experience
Common Rail Design & Field Experience Introduction MAN Diesel & Turbo Common Rail MAN Diesel & Turbo is the world’s leading designer and manufacturer of low and medium speed engines – engines from MAN Diesel & Turbo cover an estimated 50% of the power needed for all world trade. We develop two-stroke and four-stroke engines, auxiliary en- gines, turbochargers and propulsion packages that are manufactured both within the MAN Diesel & Turbo Group and at our licensees. The coming years will see a sharp in- increasingly important success factor continuous and load-independ ent con- crease in the ecological and eco- for marine and power diesel engines. trol of injection timing and injection nomical requirements placed on Special emphasis is placed on low load pressure. This means that common rail combustion engines. Evidence of operation, where conventional injection technology achieves, for a given engine, this trend is the further tightening of leaves little room for optimization, as highest levels of flexibility for all load emission standards worldwide, a de- the injection process, controlled by the ranges and yields significantly better re- velopment that aims not only at im- camshaft, is linked to engine speed. sults than any conventional injection proving fuel economy but above all Thus, possibilities for designing a load- system. at achieving clean combustion that indepen dent approach to the combus- is low in emissions. tion pro cess are severely limited. A reliable and efficient CR system for an extensive range of marine fuels has Compliance with existing and upcom- MAN Diesel & Turbo’s common rail tech- been developed and is also able to ing emission regulations with best pos- nology (CR) severs this link in medium handle residual fuels (HFO). -
M62 Engine Details (PDF)
TABLE OF CONTENTS Subject Page M62TU Engine . .. .. 2 Vanos Operation . .3-12 Engine Cooling System. 13 IHKA System Auxilary Pump. 14 DME-ME 7.2 Engine Management. 15 IPO ME 7.2. 16 Integral Electronic Throttle System (EML). .17 Input Signal/Components. .19 Camshaft Position Sensors. 19 Hot Film Air Mass Sensor (HFM 5). 20 Integrated Ambient Barometeric Pressure Sensor. .21 Radiator Outlet Temperature Sensor. 22 DSC III Road Speed Signal. 22 Accelerator Pedal Sensor (PWG). 23 EDK Throttle Position Feedback Signal. 24 MFL Cruise Control Data Signal. .25 Brake Light Switch. 25 Can Bus. .26 Output Control Functions. .. .27 E-Box. .27 Secondary Air Injection. .28 Auxiliary Fan Control. .29 Electric Throttle Control. 30 DM-TL. .. 31 Leak Diagnosis Test Precondition. 34 M62TU Engine / ME7.2 The 4.4i X5 is equipped with the M62 TU B44 (4.4 liter) engine. Features of the M62 TU engine include: • Digital motor Electronics Control ME 7.2. • Variable positioned intake camshaft VANOS system. • “EML” Electronic Throttle Control System identified as EDK. • Compact water cooled generator (F-alternator). • Thermostat controlled transmission fluid/engine coolant heat exchanger system for automatic transmission equipped vehicles. • Non Return Fuel Rail (Running Loss Compliance). • IHKA Auxillary Water Pump. 2 M62 TU VANOS OVERVIEW The variable intake valve timing system on the M62 TU continues to be identified as VANOS. This acronym comes from the German words; VAriable NOckenwellen Steuerung, which means Variable Camshaft Control. The M62 TU VANOS system is a new variant providing stepless VANOS functionality on each intake camshaft. The system is continuously variable within its range of adjustment providing optimized camshaft positioning for all engine operating conditions. -
(12) United States Patent (10) Patent N0.: US 6,321,698 B1 Rau Et Al
US006321698B1 (12) United States Patent (10) Patent N0.: US 6,321,698 B1 Rau et al. (45) Date of Patent: Nov. 27, 2001 (54) INTERNAL COMBUSTION ENGINE 1024825 * 4/1953 (FR). 121605A * 5/1919 (GB) ................................. .. 123/551 (75) Inventors; Erhard Rau, We?heim; Wilhelm 97/40267 * 10/1997 (WO) ..................................... .. 75/22 Huettner, Waiblingen; Joerg Abtho?', Pluederhausen, all of (DE) OTHER PUBLICATIONS (73) Assignee; Daimlerchrysler AG, Stuttgart (DE) “18—Zylinder von Volkswagen”, Autos Test Technik, mot No. 11, ISSN 0027—1462, pp. 16—23, (May 15, 1998). ( * ) Notice: Subject to any disclaimer, the term of this patent is extended or adjusted under 35 * cited by examiner U.S.C. 154(b) by 0 days. Primary Examiner—Noah P. Kamen (21) Appl- NOJ 09/369,225 Assistant Examiner—Hai Huynh (22) Filed Aug 5 1999 (74) Attorney, Agent, or Firm—Kenyon & Kenyon . , _ _ (57) ABSTRACT Related US. Application Data (60) Provisional application No. 60/095,774, ?led on Aug. 7, An internal combustion engine having four individual cyl 1998- inder banks, in each case tWo cylinder banks being arranged (51) Int. c1.7 .................................................... .. F02B 75/22 in a V-éharw With respect to one another in such a Way that (52) us CL 123/54_4 the cylinder banks forming a V are disposed on both sides (58) Field of i i i i i i 4 1 54 4 of one engine plane E de?ned by a vertical aXis H that 123/54 8 55 1 54 6 54 7 54 2 symmetrically divides the internal combustion engine and ' ’ ' ’ ' ’ ' ’ ' by a longitudinal aXis L of the internal combustion engine, (56) References Cited one cylinder bank of the cylinder banks that are associated With one another in a V-shape being con?gured closer to the US. -
Diagnosis and Prognosis of Fuel Injectors Based on Control Adaptation
Diagnosis and Prognosis of Fuel Injectors based on Control Adaptation Azeem Sarwar1, Chaitanya Sankavaram2, and Xiangxing Lu3 1,2,3 Vehicle Health Management Group, Vehicle Systems Research Laboratory, General Motors Company, 30565 William Durant Blvd, Warren, MI, USA [email protected] [email protected] [email protected] ABSTRACT 54.5 mpg by 2025 (Ferguson & Kirkpatrick, 2015). Follow- ing the stricter requirements, the emission level of current in- Spark Ignition Direct Injection (SIDI) technology enables ternal combustion engines has decreased to about 5% of the better fuel economy and tail pipe emissions in vehicles emission levels that were prevalent 40 years ago (Ferguson & equipped with gasoline engines. The SIDI technology de- Kirkpatrick, 2015). pends on the ability of the system to deliver fuel at high pres- sure directly into the combustion chamber, hence making the Up until 1990s, Port Fuel Injection (PFI) Engines reflected fuel injectors key subcomponents. Reliable performance of state of the art for production gasoline engines (C¸elik & fuel injectors is vital as it directly relates to the operability of Ozdalyan, 2010). Advancement in computer-based con- the vehicle, and hence customer satisfaction in case of failure. trol made it possible to deliver gasoline precisely through It, therefore, becomes very important to devise a scheme that solenoid-based fuel injectors, just upstream or at the back of can effectively diagnose and prognose such a component. In each cylinder’s intake valve. The fuel then mixes with the this article, algorithm development for diagnosis and a path- incoming air, and gets pulled into the combustion chamber way to prognosis of fuel injectors is presented. -
Air Management System Components
AIR MANAGEMENT SYSTEM Air Management System Components Air Management System Features • The series sequential turbocharger is a low • Series Sequential Turbocharger pressure/high pressure design working in series with a turbocharger actuator on the high pressure • Charge Air Cooler turbine controlling the boost pressures. • Intake Manifold • The charge air cooler is utilized to reduce the temperature of the pressurized air therefore inducing a cooler/denser air • Air Filter/Filter Minder charge into the intake manifold for maximum efficiency. • An air filter/filter minder combination is utilzed to clean • Exhaust Gas Recirculation (EGR) System the incoming air and provide a means for monitoring the condition of the air filter via the filter minder. • The EGR system is designed to reduce exhaust emissions. 57 EGR Cooler Vertical Throttle Body EGR Valve Turbocharger Actuator Compressor Inlet (from air Turbocharger cleaner) Crossover Tube Low Pressure Turbocharger High Pressure Turbocharger Intake Manifold EGR Cooler Horizontal EGR Diesel Oxidation Catalyst (EDOC) 58 33 Air MANAGEMENT SYSTEM System Flow • Air enters the system through the air filter where particles • The intake manifold directs the cooled air to are removed from the air. The air filter has a filter minder the intake ports of the cylinder heads. on it to warn the operator of a restricted air filter. • The burned air fuel mixture is pushed out of the cylinder into • After the air is filtered, the mass of the air and temperature the exhaust manifold which collects the exhaust and routes are measured by the mass air flow sensor (MAF) and it to the high pressure turbocharger’s turbine wheel.