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EC21OB/240B/290B PRIME Update

New Engine

This material is combined as below.

01_General
02_Engine
02-1_Engine(EC210B PRIME)
02-2_Engine(EC240B/EC290B PRIME)
03_Electric system
03-1_Elec sys
04_Power Transmission
04-1_Power Trans(EC210B PRIME)
04-2_Power Trans(EC240B/EC290B PRIME)
05_Brake System
06_Steering System
07_Frame & Undercarriage
08_Cab & Interior
09_Hydraulic
09-1_Hydraulic(EC210B PRIME)
09-2_Hydraulic(EC240B PRIME)
09-3_Hydraulic(EC290B PRIME)
09-4_Hydraulic(COMMON)
10_EC210BF(Forestry machine for Brasil & Russia)

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Overview(EC210B PRIME)

1. New Engine
- D6E EAE3(Tier 3): Serial number starts from 80001(CHW Production)
- D6E EAE2(Tier 2): Serial number starts from 70001(CHW Production) and 35001(SHA Production)
I-EGR is not used in D6E EAE2 engine

2. Remote installation of filters

- Engine oil filter, fuel filter, water separater, Drain filter and pilot filter are installed in pump room

3. Work mode refining

- Pump input power of H & G mode are increased by 5%

4. E-ECU(EMS2)
- EMS-2 is used for both Tier 3 and Tier 2 engine

5. Electric box & Battery connection

- Safety start relay removed
- Master switch removed

6. Fabricated counterweight

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Overview(EC240B PRIME)

1. New Engine
- D7E EBE2(Tier 2): Serial number starts from 15001(CHW Production) and 35001(SHA Production)

2. Remote installation of filters

- Engine oil filter, fuel filter, water separater, Drain filter and pilot filter are installed in pump room

3. Work mode refining

- Pump input power of H & G mode are increased by 5%

4. E-ECU(EMS2)
- EMS2 is used for D7E EBE2 engine

5. Electric box & Battery connection

- Safety start relay removed
- Master switch removed

6. Fabricated counterweight

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Overview(EC290B PRIME)

1. New Engine
- D7E EAE3(Tier 3): Serial number starts from 85001(CHW Production)
- D7E EAE2(Tier 2): Serial number starts from 17001(CHW Production) and 35001(SHA Production)
I-EGR is not used in D7E EAE2 engine

2. Remote installation of filters

- Engine oil filter, fuel filter, water separater, Drain filter and pilot filter are installed in pump room

3. Work mode refining

- Pump input power of H & G mode are increased by 5%

4. E-ECU(EMS2)
- EMS2 is used for both Tier3 and Tier2 engine

5. Electric box & Battery connection

- Safety start relay removed
- Master switch removed

6. Fabricated counterweight

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Overview(Main component)

- Comparison of specification with old machine

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Electronic control system overview

-EMS2
-WECU(MID142) is an option.

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2 stage port relief valve change

New 2-stage port relief valve function

(1) Neutral
- When Hammer/Shear selection switch is off, relief valve maintains high pressure setting.

(2) Hammer(1 way)

- When Hammer selection switch is ON and X1 uses 1way, releif valve goes to low pressure setting due to
pilot pressure.

(3) Shear(2 way)

- When shear selection switch is ON and X1 uses 2way, releif valve goes to high pressure setting due to
pilot pressure off.

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Double load check change

There have been some cases reported where the operating power of attachments (Arm, Bucket, and
Option) has been down and the operating speed of attachments has been slow. This is caused by the wear
of double load check valve.

1. The shape of double load check valve has been changed to improve the resistibility of wear.
2. The heat treatment to manufacture double load check valve been improved.

**After changing to the new one, there was also problem that the new one can give damage to the block.
Finally decide to use old one.

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New Track Gearbox(EC210B/EC290B Prime)
-New Internal structure of gearbox
-Increased strength of carrier assembly

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New Swing Reduction gearbox(EC240B/EC290B Prime)

Volume of reduction gear box was changed. This makes less gear oil to fill up.

-Increased torque capacity by 10%.

-Increased housing strength with alloy steel with carburizing
Pinion integrated shaft.

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Engine - D6E common rail engine

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Engine specification

EC210B PRIME(KOR) : D6EEAE3(Tier3)

EC210B PRIME : D6EEAE2(Tier2)

IEGR unit is not installed in D6EEAE2 Engine

Type: 4 cycle, Diesel, Turbo charged, Air to Air After cooled

No.of cylinder : 6 vertical in line type

Max. Power(fan not in operation) @1800rpm

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EC210B PRIME :123kW(167PS)

Max. Torque(fan not in operation) @1350rpm

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EC210B PRIME :730Nm

Bore X Stroke: 98mm X 126mm (3.85in X 4.96in)

Governor type: EMS2
Fuel injection: Common Rail Direct injection
Displacement: 5700cc (347.8 cu.in)

Picture text:
Main components

1.The most advanced Volvo engine controller, EMS2, will be utilized to provide the highest level of
electronic features and to enhance reliability.

2.The IEGR(Jacobs system) creates a small second exhaust valve lift. This extra lift feeds exhaust gases
back into the cylinder during the inlet stroke to reduce NOx.

3. Common Rail
Whereas in conventional diesel engines injection pressure is generated for each injector individually, a
common rail engine stores the fuel under high pressure in a central container (common rail) and delivers it
to the individual injectors on demand. Benefits of common rail injection are reduced noise levels, stronger
performance, improved emission control and greater efficiency.

4.The new high-pressure solenoid diesel fuel injector.(BOSCH-CRIN 2nd Generation Injector)

Picture text:
External view(1)

1. Cam speed sensor

2. Coolant temp. sensor
3. Solenoid(IEGR)
4. Boost press. & temp. sensor
5. Waste gate actuator
6. Preheat unit
7. Injector
8. Rail pressure sensor
9. Engine oil press. sensor
10. Fuel Control Unit (PWM valve)-FCU
11. Fuel pressure sensor
12. PTO

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External view(2)

1. Fuel feed pump

2. Water pump
3. Crank speed sensor
4. Water in fuel sensor
5. Engine oil level & temp. sensor
6. Ambient air temp. & press. sensor
7. Coolant level sensor
8. Starter

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Electric circuit(EMS2)

Picture text:
Wire harness drawing

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Fuel line

In conventional diesel engines injection pressure is generated for each injector individually. A direct
injection engine based on the common rail principle separates the two functions pressure generation and
injection by first storing the fuel under high pressure in a central container ("common rail") and delivering
it to the individual injection valves (injectors) only on demand. This way an injection pressure of up to
1,600 bar (23,200 psi) is available at all times, even at low engine speeds. The high pressure produces a
very fine atomisation of the fuel leading to better and cleaner combustion. Moreover, the fuel supply is
not dependent on the engine revolutions but can be optimised independently. The time and duration of
injection is not fixed (as in older conventional engines) but can be chosen independently for every
operation point in order to optimise combustion and emissions.

Benefits of the common rail principle compared to conventional engines are lower engine noise levels,
stronger performance and greater combustion efficiency leading to lower emissions and enhanced fuel
economy. Push "check result" button to see the actual measuring data on the machine for reference only.

Picture text: 1: Manual feed pump

2: Pre filter & water separator
3: Fuel feed pump 4: Fuel filter
5: Fuel pressure sensor(low)
6: Fuel control unit (PWM)
7: High pressure pump
8: Rail
9: Rail pressure sensor
10: Max. pressure limit valve
11: Injector
12: Thermostat valve
Water seperator

1: Manual feed pump

2: Manual nobe for thermostat valve
3: Pre filter & water separator
4: Water in fuel sensor
5: Water drain valve
6: Normal position(thermostat function)
7: Open position(Return fuel to tank)
8: Fuel warmer

L, M : For fuel warmer

N,O : For water in fuel sensor

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Injector

The main injector components are:

Hole-type nozzle(c), hydraulic servo-system(b), solenoid valve(a).

The forces required to open and close the nozzle needle cannot be generated by the solenoid valve on its
own. The nozzle needle is therefore indirectly triggered via a hydraulic force-amplification system.

1. Injector closed
With the solenoid valve closed, the complete chamber volume and the rail are at the same pressure. The
nozzle needle is forced against its seat by a spring.

2-1. Solenoid ON
When the solenoid valve opens, fuel flows from the valve control cavity and into the fuel return.The feed
throttle prevents complete pressure equalization, and the pressure in the cavity drops.

2-2. Start of injection

Hydraulic servo spool move up side and the excess pressure in the chamber volume overcomes the spring
force and lifts the needle so that injection can start.

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Rail

1. High pressure storage of injection system

2. Rail contains pressure relieve valve(a) and rail pressure sensor(b).
3. Pressure relief valve
- Pressure relieve valve is a mechaninical safety device, which opens at 1950 (-100) bar / 28,275 psi (
-1,450 psi) and protects the system concerning over pressure caused by any malfunction.
-If opened the rail pressure remains in the range of 650 - 850 bar (9,425~12,325 psi) (dependend on
speed and load). The engine keeps running but if necessary with decreased performance (limp home
mode)
-Under usual conditions the relief valve will not open during engine operation.
4. Rail pressure sensor
- Output signal goes to ECU and ECU controls FCU by using this signal.
- If any malfunction is detected, the ECU may force the pressure relief valve to open by putting over
pressure onto the system.

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Fuel control unit (FCU)
FCU controlles filling of high pressure pumps. It is just delivered as much as needed to reach or keep the
rail pressure set-point.
This is an inverse proportional PWM valve. At the inside of valve, there are overflow valve and bleed-off
orifice.

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IEGR(Jacobs system)
NOx reduction solution is provided by Internal Exhaust Gas Recirculation (IEGR) which is altering engine
valve lift. Jacobs IEGR reduces peak combustion temperatures and, therefore, reduces the formation of
Nitrogen Oxides (NOx) to levels acceptable to meet upcoming emissions standards.

Picture text: A: IEGR Solenoid

B: Control valve
C: Slave piston
D: Master piston
E: Connection passage
F: Bleed hole(1 mm, 0.04 in)
IEGR operation
1. IEGR consists of a solenoid valve, control valve, and master and slave pistons. These components are
assembled into a housing.
2.When the solenoid is de-energized, the control valves move down and the high-pressure oil is released
through the tops of the control valve bores.
3. When the IEGR is activated, the solenoid allows oil to pass to the control valve. The control valve moves
up and the check ball in the control valve is unseated, allowing oil to fill the master/slave piston circuit.
4.The oil pushes the master piston out, and when rocker motion pushes the master piston back, high
pressure is created which seats the check ball in the control valve.
5.Continued rocker motion causes the high-pressure oil to move the slave piston. The slave piston motion
causes the exhaust valves to open. As the rocker moves back down, the master piston follows, and the
slave piston moves up, allowing the valves to close again, ready for the next cycle. These cycles continue
as long as the brake solenoid is energized.

Picture text: 1: IEGR Solenoid

2: Bleed hole: 1 mm (0.04 in)
3: Slave piston
4: Master piston
5: Intake rocker arm
6: Exhaust rocker arm
7: Control valve
8: Oil supply line: 2~5 bar (29~73 psi)
Valve lash adjustment(1)
Allow the engine to cool down for at least 30 minutes before setting the valve clearance.
Engine oil temperature should be lower than 80 °C.
The clearance of the IEGR side must be set after setting other valves clearance.
Before adjusting the valve clearance, remove the IEGR unit first.
(a)Install the crankshaft rotating tool.
(b)Make No.1 cylinder to be overlapped.
(c)Adjust the valve marked black as shown in the next page.
(d)Rotate crankshaft 360 degree.
(e)Adjust the valve marked black as shown in the next page.

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