KT600300

12/00

HD465/605 -7
Technical Presentation Kit Galeo Off-Highway Dump Trucks

Structure and
Function
Engine

Section 2.1
NEXT EXIT
SAA6D170 - HPI Fuel System
SAA6D170 - HPI fuel
system adalah
tekhnologi fuel
terbaru dari
Komatsu. Sistem
fuel ini menawarkan
perubahan timing
penyemprotan
menjadi lebih
[Link] yang
effisien, dengan
tekanan injeksi
melebihi Komatsu
fuel system yang
ada saat ini.
Applications
HPI engine pertama
kali dipakai pada
unit D 375A-3 da
HPI WA 600-3LC.
Sekarang sudah
dipakai pada unit
lain yang
menggunakan
engine SD 170
sesuai dengan
standar emision
Tier II dan Euro 2.
SAA6D170 - HPI Fuel System
SAA6D170 - HPI
fuel system
terutama
bekerja secara
mekanis,
membuka
nozzle tipe
injector.
Komatsu IPA Electronic Controls
Menggunakan
technologi generasi
terbaru dari IPA
electronic Control,
memberikan
ketepatan dalam
pengaturan bahan
bakar dan perubahan
injection timing.
Let’s start by looking at the
hydro-mechanical
components
Hydro-mechanical Components
1. Fuel pump
2. Fuel pipe (from pump to
ECVA)
3. Fuel pipe (from filter to
pump)
4. Fuel filter
5. Fuel inlet
6. Fuel timing
7. Fuel rail
8. Fuel pipe (for fuel
timing)
9. Fuel pipe (for fuel rail)
10. Fuel pipe (return)
11. ECVA (ECM controller)
Compact Fuel Pump Components
• Fuel pump assembly
mengatur tekanan
dari fuel pump. Fuel
disuplai dari fuel
tank, melewati filter,
kemudian dihisap
oleh gear pump, dan
disuplai ke Control
Valve Assembly.
Compact Fuel Pump Components
Tekanan yang keluar
dari fuel pump
sesuai dengan
penyetelan sudut
bukaan dari fuel
pump Actuator.
Fuel Pressure Control
Pump Output
Output Fuel pump dikendalikan oleh ECM. Kalibrasi
menentukan karakteristik tekanan selama rentang
RPM lengkap.
Fuel Pressure Control
Fuel Filters
Aliran fuel dari tangki
diarahkan untuk dua fuel
filter Head Fuel filter
memiliki pemisah air
bersih dan unsur-unsur
yang menyaring ke 10
elemen pemisah
[Link] separator
wajib sebagai actuator
dalam katup kontrol
Fuel Filters tubuh yang sensitif
terhadap air. The inlet
maksimum pembatasan
pada filter adalah 4 di hg
dengan filter bersih dan 8
di hg dengan filter kotor.
Fuel Filters
1. Filter bracket
2. Filter element
3. Filter case
4. Drain plug
a. From fuel tank
b. To fuel pump
Cartridge

SPECIFICATIONS
Filtering area: 1 m 2 x 2
Pump Output Flows to the
Control Valve
Control Valve Assembly
Inti dari SAA6D170 –
Fuel system HPI
adalah perakitan
Control valve. Aliran
fuel yang dihasilkan
oleh fuel pump dikirim
ke control valve.
system ini terdiri dari
shut down solenoid
valve, dua fuel
actuator, dan dua fuel
pressure sensors.
Dan ECM pada
bagian depan control
valve
Control Valve Assembly
Control valve memiliki
satu inlet fuel port dan
dua port output. Setiap
port outlet dikendalikan
oleh actuator terpisah.
rail actuator mengontrol
bahan bakar yang
dibutuhkan untuk
pembakaran.
timing fuel actuators
mengontrol bahan
bakar yang diperlukan
untuk mengontrol
timing injector
Rail Pressure Control
Actuator adalah dikontrol secara elektronik spool valve
control jenis kumparan menerima sinyal PWM dari
ECM. Tergantung pada sinyal dari ECM, spool akan
bergerak ke kiri membuka port inlet dan
memungkinkan mengalirkan fuel
Pressure/time Concept
The SAA6D170 - system HPI menggunakan tekanan / waktu
konsep seperti system PT. PT ini benar-benar mekanik
dan bergantung pada daerah aliran mekanis disesuaikan
untuk mengatur tekanan fuel. The SAA6D170 - sistem
bahan bakar HPI, bagaimanapun, mengontrol tekanan
bahan bakar elektronik daerah aliran menyesuaikan dari
actuator
Pressure/time Concept
Sebagai contoh tekanan /
waktu konsep, mari
kita simak berikut ini.
Dengan sumber yang
sama tekanan
terhubung ke bagian
daerah aliran yang
berbeda, jika kedua
sistem dibiarkan
mengalir untuk jumlah
waktu yang sama,
lebih banyak cairan
akan dikumpulkan
dalam wadah sistem
dengan daerah aliran
yang lebih besar.
Pressure/time Concept
Jika bagian daerah
aliran yang sama
sekarang telah
terhubung ke
sumber yang tidak
merata tekanan dan
waktu cairan
diperbolehkan
untuk mengalir
tetap konstan, lebih
banyak cairan akan
dikumpulkan dalam
wadah dari sistem
yang memiliki
sumber yang lebih
besar dari tekanan
Pressure/time Concept
Jadi, jika area
aliran dan
waktu alir tetap
konstan
tekanan
menentukan
jumlah cairan
yang
dikumpulkan
Pressure/time Concept
Akhirnya, jika bagian-
bagian daerah
aliran yang sama
yang terhubung ke
sumber yang sama
tekanan, waktu
cairan dibiarkan
mengalir akan
menentukan
jumlah cairan yang
dikumpulkan.
Pressure/time Concept
Jadi, jika area aliran
dan tekanan fluida
tetap konstan.
Waktu
menentukan
jumlah cairan
yang dikumpulkan
Pressure/time Concept
Ketiga ilustrasi
memberikan
contoh yang
sangat baik dari
konsep
tekanan / waktu
yang digunakan
dalam HPI rel
sistem bahan
bakar dan
sistem waktu.
Fuel Pressure Control Valve
Kontrol katup
perakitan menerima
aliran bahan bakar
dari pompa bahan
bakar dalam
perakitan katup
kontrol, aliran bahan
bakar untuk
memasok membagi
kedua sistem
kontrol.
Fuel Pressure Control Valve
Sistem kontrol yang
mempertahankan tekanan
rel bahan bakar terdiri
dari cepat me-restart
bahan bakar menutup-off
valve, rel kereta api
aktuator bahan bakar dan
sensor tekanan bahan
bakar. Arus bahan bakar
melalui cepat me-restart
bahan bakar menutup-off
valve pertama dan
kemudian ke rel aktuator
Rail Pressure Control
Rel sensor tekanan
bahan bakar
memonitor tekanan
ini dan
mengirimkan
informasi ini ke
ECM.
Timing Control System
Sistem kontrol yang
mempertahankan
tekanan waktu rel
kereta api terdiri
dari waktu aktuator
dan waktu rel
sensor tekanan.
Tekanan bahan
bakar di rel waktu
dikendalikan oleh
rel aktuator waktu
yang juga
dikendalikan oleh
ECM
Timing Control System
Waktu rel sensor
tekanan
memonitor
tekanan, dan
mengirimkan
informasi ini
kembali ke ECM
Fuel Flow
Bahan bakar mengalir
dari katup kontrol
tubuh melalui tabung
pemindahan bahan
bakar ke manifold
bahan bakar. Ada dua
manifold, manifold
depan melayani silinder
1 sampai 3 dan
manifold belakang 4
sampai 6 masing-
masing berjenis
memiliki tiga bagian
waktu rel, kereta api
bahan bakar, dan
tiriskan.
Fuel Flow
Pengeboran di kepala
silinder bersinggungan
dengan bahan bakar
berjenis timing bahan
bakar dan rel lulus
bahan bakar melalui
kepala silinder ke
injektor menguras
bahan bakar dari
injector melewati kepala
silinder ke manifold
bahan bakar kita akan
berbicara tentang
sistem bahan bakar
injeksi HPI nanti dalam
program .
KOMATSU – HPI Injector
HPI Fuel System Injector
HPI bakar sistem injektor
berbagi banyak fitur desain
dengan PT. Ia mewakili,
bagaimanapun, generasi
berikutnya dalam teknologi
baru HPI bahan bakar
sistem injektor akan
mampu hingga 35.000 psi
tekanan injeksi bahan
bakar di masa depan. Saat
ini tekanan berada di
kisaran 25.000 psi.
Injector
　
Noise
HPI: High Pressure Injection System

Mesin SA (A) 6D170E-3 dilengkapi dengan tipe kontrol

elektronik unit baru injektor disebut HPI. Sistem ini
dimaksudkan untuk mendorong plunger di dalam injektor
　
dengan camshaft mesin. Kali ini, penyelam dari tubuh
injektor dan stroke itu dibuat besar untuk memperkuat
camshaft dan sistem penggerak, dan ini telah membuat
ultrahigh injeksi tekanan 200MPa mungkin. Oleh karena
itu, sistem ini sesuai dengan Peraturan Exhaust Emisi
Sekunder dari US EPA. Selain itu, mesin ini memancarkan
setiap gas buang yang jelas dan bersih selama operasi.

　
Injector
　
Noise
HPI: High Pressure Injection System

Ketika bahan bakar diinjeksikan sangat sedikit pada saat

mesin deselerasi atau bepergian menurun, suara mungkin
terjadi. ? Hal ini terjadi ketika plunger duduk pada
nozzle, yang tidak menimbulkan masalah dalam
kehandalan dan daya tahan .
　
 SAA6D170 - HPI Fuel System
Injector Baru injektor memiliki tiga
bagian bergerak
individu
Semakin rendah
plunger,
Waktu plunger
Atas plunger
Semua piston yang
dilapisi dengan titanium
nitrida untuk menolak
memakai scuffing dan
memberikan kehidupan
pelayanan yang
maksimal
Lower Section
Bagian bawah injektor
sangat mirip dengan PT
injector plunger dan
nozzle berbentuk
seperti PT pasokan
bahan bakar, metering,
drain dan katup cek
juga mirip dengan
sistem PT. Salah satu
perbedaan penting
adalah bahwa laras
yang lebih rendah dan
nosel adalah satu
bagian. Desain ini
menghilangkan sendi
tekanan tinggi.
Lower Section
Desain nozzle terbuka injektor
memberikan tingkat yang
ideal dan bentuk injeksi.
Sebuah awal yang lambat
injeksi memungkinkan
membakar lebih lambat pada
awal pembakaran untuk
mengurangi kebisingan
pembakaran. Akhir tajam
injeksi, menghilangkan
injeksi sekunder,
menyediakan mengurangi
emisi hidro-karbon. Untuk
setiap siklus injeksi, stroke
plunger bawah adalah 10
mm.
Timing Section
The HPI fuel system provides
infinitely variable injection
timing the timing is varied
by controlling fuel
pressure to the injector
timing section the timing
section consists of a
balance orifice, timing
plunger, and deflector ring
the timing plunger is
positioned in the barrel
bore below the upper
plunger.
Upper Section
The upper section
of the injector
consists of the
barrel, spring
housing, return
spring, upper
plunger top stop
cap and plunger
link.
KOMATSU Presents the
SAA6D170 - HPI FUEL SYSTEM
Injection Cycle
We will start the with
the cam follower on
the outer base
circle all three
plungers are in
contact with each
other, as the
camshaft rotates,
the follower rolls
toward the inner
base circle which
causes all three
plungers to retract.
Injection Cycle
When the lower
plunger retracts
far enough, the
rail feed port is
uncovered and
fuel is PT
(pressure-time)
metered through
an orifice into
the cup.
PT Theory
Remember from PT theory, the ‘P’ is rail pressure
and “T” is the time that the feed port is uncovered.
The time will depend on engine speed.
Timing and Rail Metering
The rail pressure
will be controlled
electronically and
can be as high as
290 psi or as low
as 2 psi the lower
plunger is in its
fully retracted
position when the
spring retainer
contacts the
ledge.
Timing and Rail Metering
The cam follower
continues to roll
toward the inner base
circle, allowing the
timing and upper
plungers to continue
moving upward. When
the upper plunger
retracts far enough, it
uncovers the timing
feed port and fuel is
also PT metered
through an orifice into
the timing chamber.
End of Timing Metering
As the cam follower
starts up the
injection ramp of the
camshaft, the upper
plunger will move
down and close the
timing feed port to
end timing metering.
The fuel that
metered into the
timing chamber is
now trapped
between the upper
plunger and the
timing plunger.
Timing Control
The amount (volume) of
fuel metered into the
timing chamber
determines the
separation between
the upper and timing
plungers the amount
of separation
determines the
effective length of the
injector plunger. This
length determines
when injection will
start.
Timing Control
Changing the
overall plunger
length changes
the start of
injection.”
Timing Control
The separation
between the
plungers varies
from a minimum
of 2 mm to
around 9 mm
this separation
is sometimes
referred to as
“over-travel”
Timing Control
The trapped fuel
becomes a solid
link and all three
plungers move
down together
as the lower
plunger moves,
the rail feed port
is also closed.
Timing Control
The timing and upper
plungers have a
diameter of 15 mm,
compared to the 11 mm
diameter of the lower
plunger. This difference
in diameter reduces the
pressures in the timing
chamber to
approximately 50
percent of the injection
pressures.
Timing Control
Therefore, if the
pressure in the
timing chamber is
15,000 PSI, pressure
in the cup can be as
high as 25,000 PSI.
This reduction ratio
allows the injector
train to operate with
minimum stress and
wear yet still
produce extremely
high injection
pressures
Injection Begins
The downward
velocity of the
plungers will
increase as the
follower continues
up the injection
ramp of the
camshaft.. When
the pressure in the
cup exceeds the
pressure in the
cylinder, injection
begins.
End of Injection
Injection ends as the
lower plunger makes
contact with the
nozzle seat at
approximately the
same time, the
groove in the timing
plunger aligns with
the groove in the
barrel, opening the
spill port the timing
fuel then spills as the
upper plunger
continues its stroke.
End of Injection
During this spill process,
the drilling in the
timing plunger
regulates the fuel
pressure in the timing
chamber to keep a
load on the lower
plunger this pressure
is necessary to
prevent the lower
plunger from lifting
before mechanical
contact occurs
between the upper and
timing plungers.
End of Injection
A spill ring is
positioned over the
spill port because
the timing fuel
spilling from the
chamber is under
pressure, the spill
ring acts as a
pressure deflector to
prevent damage to
the injector bore in
the cylinder head
from the continual
release of high
pressure fuel.
End of Injection
During the last 5 mm of upper
plunger travel, the nose on
the bottom of the upper
plunger engages with the
port in the timing plunger
the clearance between the
two parts acts as an
additional flow restriction
on the fuel in the port this
additional restriction keeps
pressure on the lower
plunger while the rest of
the timing fuel is spilling
End of Injection
This feature is
needed to ensure
that the lower
plunger does not
unseat during the
transition from
the ramp to the
nose of the
camshaft lobe
Mechanical Crush
As all of the timing fuel
spills from the chamber,
the plungers will make
mechanical contact the
downward travel of the
injector train will
continue creating a
mechanical crush
condition on the lower
plunger. This ensures
that the plunger remains
sealed in the nozzle
during combustion
Electronic Engine Control System

Engine Mounted
Controller send Fault
information to Monitor
Panel
Electronic Control Module
The SAA6D170 - HPI,
is commanded by an
electronic control
module (ECM). The
SAA6D170 - HPI fuel
system ECM
contains the latest
technology from IPA.
Electronic Control Module
It has two micro
processors to
process and
manage the data
necessary to
operate the engine
and systems it also
contains 2MB of
memory to store
calibration and fault
data.
Let’s take a close look at how electronics control the
HPI engine fueling
Electronic Control Module
The ECMs main task is to
manage the fuel control
system that operates
the engine the ECM
samples all inputs,
processes the data, and
outputs signals to the
rail and timing control
actuators many times
each second.
Electronic Control Module
The ECM can make
changes to rail and
timing pressures very
quickly, responding
instantly to the slightest
variations in operating
and environmental
conditions.
Electronic Control Module
For example, look at when
the operator opens the
throttle to increase
engine speed the ECM
will consider the request
for increased engine
speed, the actual engine
speed, and all other
inputs. It will then
compare this data to its
calibrated data to
determine the
appropriate signal
changes.
Electronic Control Module
If additional engine
speed is allowed, the
ECM then outputs the
appropriate signals to
the fuel rail control
actuator to increase
engine RPM if this
increase in engine
speed requires a
change in injection
timing, the ECM will
output the appropriate
signals to the timing
control actuator as
well.
Electronic Subsystems
From the previous
overview, we should
have a good idea of
the basic system
operation. Let’s now
look at each
subsystem and the
components that make
up these systems.
We’ll start with the
inputs.
ECM Temperature Inputs

Three Temperature Sensors

•Coolant Sensor
•Intake Manifold Temperature Sensor
•Fuel Temperature Sensor
Temperature Sensors
There are three temperature sensors the
temperature sensors provide critical
temperature information to the ECM
the temperature sensors are
• Coolant temperature sensor
• Intake manifold temperature sensor
• Fuel temperature sensor
Coolant Temperature Sensor

The coolant temperature

sensor is mounted in
the thermostat housing
the information this
sensor obtains is
utilized by the ECM to
help make decisions for
timing and engine
protection
Intake Manifold Temperature Sensor
The intake manifold air
temperature sensor ‘s
mounted in the
aftercooler housing and
measures air
temperature after the
cooler core. The
information this sensor
obtains is utilized by the
ECM to help make
decisions for timing and
engine protection.
Fuel Temperature Sensor
Fuel temperature sensor
The fuel temperature sensor
is installed to the
control valve unit. It detects
the pressure of the fuel
supplied from the fuel pump
and inputs an
analog signal to the
controller.
All Temperature Sensors

Temperature C Temperature F Resistance

0 32 30K to 36K
25 77 9K to 11K
50 122 3K to 4K
75 167 1350 to 1500
100 212 600 to 675
ECM Pressure Inputs – Five Sensors
•Fuel Rail Pressure
•Fuel Timing Pressure
•Boost Pressure
•Oil Pressure
•Ambient Air Pressure
•Fuel Pump Pressure
The Fuel Rail Pressure Sensor
The fuel rail pressure
sensor is mounted in
the fuel control valve
assembly and
measures pressure
actual fuel in the rail
supplying the injectors
Fuel Timing Pressure Sensor
The fuel timing
pressure sensor is
also mounted in the
fuel control valve
assembly it
measures actual
fuel pressure in the
rail supplying the
timing chambers
Oil Pressure Sensor
The oil pressure sensor is
mounted in a main rifle
port above the ECM. It
measures main system
oil pressure. The
information this sensor
obtains is utilized by the
ECM to make decisions
for engine protection.
Oil Pressure Sensor

OIL OR COOLANT PRESSURE SENSOR

Torque = 14 N*m [10 ft-LB]

Pressure (kPa) Pressure [psi] Voltage (V)

0 0 0.39-0.58
172 25 1.39-1.61
344 50 2.39-2.61
517 75 3.39-3.61
689 100 4.39-4.61
The Boost Pressure Sensor
The boost pressure
sensor is mounted
in the aftercooler
housing and
measures air inlet
pressure after the
turbocharger the
information this
sensor obtains is
utilized by the ECM
to determine
accurate engine
fueling
Intake Manifold Pressure Sensor
INTAKE MANIFOLD PRESSURE SENSOR
Torque = 14 N*m [10 ft-LB]

Pressure (kPa) Pressure [psi] Voltage (V)

0 0 0.41-0.59
69 10 1.21-1.39
138 20 2.01-2.19
207 30 2.81-2.99
276 40 3.61-3.79
345 50 4.41-4.59
Ambient Air Pressure Sensor
The ambient air
pressure sensor is
mounted on the fuel
control valve
assembly below the
ECM The ECM
utilizes the
information received
from the sensor to
make decisions for
engine protection.
Ambient Air Pressure Sensor
In high altitude
operation, the
engine is derated to
prevent
turbocharger
overspeed
Ambient Air Pressure Sensor

AMBIENT AIR PRESSURE SENSOR

Torque = 23 N*m [17 in-LB]

mmHg inHg Voltage (V)

259 10.2 1.67-1.99
517 20.4 3.05-3.29
621 24.4 3.58-3.82
776 30.5 4.38-4.62
Fuel Pump Pressure Sensor
Engine Speed Sensor The engine speed
sensor is located in
the flywheel
housing it detects
the flywheel teeth
and sends signals
to the ECM the
ECM processes
these signals to
determine engine
speed.
Engine Speed Sensor
A single sensor is
providing a dual
signal output.
There are two
separate signals
to the ECM.
Operator Inputs
The two main inputs
from the operator
are the key switch
and the throttle the
position of the key
switch determines
the state of engine
operation (on of off),
and the position of
the throttle
determines the
desired engine
speed
Accelerator Petal / Sensor
Accelerator Petal / Sensor

1. Connector
2. Connector
3. Pedal
Accelerator Petal / Sensor
Outline - Accelerator
signal
• This is installed under the
operator's cab. The accelerator
pedal has two accelerator
sensors for engine controller
and transmission controller.
When the accelerator pedal is
depressed, the movement
rotates the shaft of the
potentiometer inside the
accelerator sensors.
Accelerator Petal / Sensor
Outline - Accelerator
signal
As a result, the resistance
changes. A fixed voltage is
impressed between the No. 1 –
3 pins of both potentiometers.
A voltage signal corresponding
to the angle of the accelerator
pedal is sent from the No. 2 pin
to the engine and transmission
controllers.
Accelerator Petal / Sensor
Idling validation
signal
• This is installed under the
operator's cab. When the
accelerator pedal is released,
signal 2 (No. 5 pin) is
connected to the ground; when
the accelerator pedal is
depressed, signal 3 (No. 6 pin)
is connected to the ground. The
engine controller then detects
the condition.
ECM System Outputs
There are four system
outputs that control the
fuel rail, timing rail ,fuel
pressure, and fuel
[Link]
the fuel and timing
control actuator valves
are spool type valves.
The spools are
controlled by an
electromagnetic device
which is commanded
by the ECM the ECM
produces the following
signals.
ECM System Outputs
Fuel control actuator
valve signal - PWM
(pulse width
modulation) duty cycle
Timing control actuator
valve signal - PWM
duty cycle
Fuel shutoff - power to the
shutoff solenoid valve
Fuel pressure control
actuator - PWM (pulse
width modulation) duty
cycle
Rail Pressure Control
The actuator is an electronically controlled spool type
control valve the coil receives a PWM signal from the
ECM. Depending on the signal from the ECM, the spool
will move to the left uncovering the inlet port and
allowing fuel flow
ECM System Outputs - Fuel Control Actuator
ECM System Outputs - Timing Control Actuator
ECM System Outputs - Fuel Pressure Actuator
ECM System Outputs - Fuel Shutoff
Engine Troubleshooting- Engine
Control System
Engine Mounted Controller
sends Fault information to
Monitor Panel
 KT600300
12/00

HD465/605 -7
Technical Presentation Kit Galeo Dump Trucks

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