STC

[Date]
[Presenter]

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 Cummins has introduced a new variable injection system. Called “Step Timing
Control” (STC), the system accomplishes the same results as Mechanical
Variable Timing (MVT). One of the main differences is that STC is activated by
oil, while MVT is activated by air.

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 Step Timing Control is currently used in the NT-855 engine series...

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as well as the K19, K38 and K50 Uprate engines.

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 Although some STC components in these engine series are different, the
operating principles are the same.

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 STC allows the engine to operate in the ADVANCED mode of injection timing
during starting and light engine load conditions, and at NORMAL timing during
medium to high engine load conditions.

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 ADVANCED timing means that fuel is injected earlier in the compression cycle.
NORMAL timing means that fuel is injected later in the compression cycle.

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One major reason we must be able to vary injection timing is the EPA’s strict
exhaust emission laws. Currently, these laws allow a maximum of six grams per
break horsepower per hour of hydrocarbons and nitrogen oxides combined. Of
this total, a maximum of one gram per break horsepower per hour of
hydrocarbons is allowed. The California engine must also meet federal legal
requirements of 20 % opacity acceleration smoke.
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 STC offers many advantages. During ADVANCED injection timing, it :
• improves cold-weather idling characteristics
• reduces cold-weather white smoke
• improves light-load fuel economy
• reduces injector carboning
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 During NORMAL injection timing, STC:
• controls cylinder pressures
• reduces nitrogen oxide emissions

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 As a piston moves upward on its compression stroke, the pressure in the
cylinder increases. When fuel is introduced and begins to burn, the pressure
increases to a predetermined maximum.

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 One a given engine, the amount of fuel introduced, and when it is introduced,
determines the point at which peak pressure occurs, and the value of that
pressure.

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 At a given RPM and quantity of fuel, injection timing determines cylinder
pressure. Notice that the point of peak pressure can be moved by changing the
point at which fuel begins to enter the combustion chamber.

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 Changing the point of peak pressure – and the degree of pressure – is
accomplished with a Step Timing device. Notice that Step Timing causes fuel
to be injected later than under the same conditions without this device. The
peak pressure is lowered, allowing the engine to live longer.

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 Step Timing changes the timing from advanced to normal at certified switching
pressure. This pressure occurs between light and medium engine loads.

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During cold start-up and warm idle conditions, only a small amount of fuel is
metered into the injector cup.

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 This low volume of fuel results in later injection, which affects cylinder
pressure. At the top is the advanced condition with Step Timing, which
increases cylinder pressure during low-speed, light-load conditions.

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At idle, the plunger moves downward at a relatively slow rate. Consequently,
the fuel is not forced through the spray holes hard enough to attain good
atomization.

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 Let’s assume that the ambient air temperature is below freezing. Until this air
is sufficiently heated by the aftercooler(s), it will not allow the combustion
chamber to become hot enough to support good combustion.

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 So we have two negative factors: fuel that is not atomized enough to burn
thoroughly, and intake air that not only cannot support good combustion, but
continuously cools the piston, liner, valves and cylinder head.

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 The cold air is compressed, resulting in enough heat to burn only part of the
fuel…usually the finely atomized droplets, and the outer portions of the large
droplets.

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 These conditions cause white smoke, soot and carbon. White smoke is formed
by raw fuel and air. Soot and carbon are the results of partially burned fuel.

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 All of this brings us back to Step Timing Control. This hardware allows the
engine to operate at ADVANCED injection timing during cold-starting and warm-
idle conditions, and at NORMAL timing during medium to high engine load
conditions.

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 During ADVANCED injection timing, fuel is injected into the cylinder sooner.
Ignition delay is longer under these conditions, giving the fuel more time to
mix with the intake air. Thus, when ignition occurs, the fuel burned more
completely. The combustion temperature is higher, and the cylinder pressure
is greater.
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 So, controlling the pressure, that is, reducing it, means that we can put more
air and fuel into the cylinder. This condition results in more power with-out
sacrificing engine durability.

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 Well, we know that STC does… now let’s find out how it operates. To begin our
discussion, let’s briefly review

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 the injection cycle, using a DFF Top Stop injector and starting with fuel being
metered into the injector cup.

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 When the camfollower roller is on the inner base circle of the cam, the injector
plunger is at the top of its travel. The metering orifice is uncovered, and fuel
flow into the cup.

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 As the camfollower roller moves up the cam injection ramp, onto the outer base
circle, the metering orifice closes; fuel metering ends, and the plunger seats in
the cup, forcing fuel into the cylinder. During this time the drain port is
uncovered, allowing fuel to flow from the drain groove and return to the fuel
tank.
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 Now let’s examine the relationship between the STC tappet and the injector
plunger. For this example we’ll use a simple hydraulic device with an inner
piston and an outer piston. Notice how these pistons relate to the inner and
outer pistons of the STC tappet.

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 In NORMAL timing the tappet “collapse” ( the inner piston touches the outer
piston) before the injector plunger begins to move. So, in the NORMAL timing
mode, the STC injector is similar to a standard injector, except that the STC
camshaft has a higher lift to “take up” the space between the pistons in the
tappet.
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 When the system is in ADVANCED timing, the STC control valve directs lube
oil pressure to the tappet, filling the space between the two pistons. The
injector plunger starts moving as the cam follower start up the injection ramp.
And since it started early, the injector plunger bottoms in the cup before the
cam follower reaches the top of the injection ramp. To allow for this extra
camshaft lift, the oil trapped in the tappet is forced out, allowing the tappet to
“collapse”.
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 Let’s apply this simple principle to an STC tappet. No oil is in the tappet…
the injector is metering fuel. As the camfollower starts up the cam injection
ramp, the injector rocker lever begins to force the inner piston downward.
Because no oil is in the tappet, the inner piston must make direct contact with
the outer piston before the injector plunger can begin its downward travel.

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 Now let’s fill the tappet with oil. The injector is metering fuel. As the camfollower
starts up the cam injection ramp, the injector lever begins to force the inner
piston downward. Since the oil between the piston forms a “solid link”, the
downward pressure is immediately transmitted to the outer piston, and the
injector plunger begins its downward travel.
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 Before we go any further, let’s familiarize ourselves with the actual parts that
make up the STC tappet. From left to right we see: (1) bowed retaining ring,
(2) socket, (3) load-cell spring, (4) ball guide, (5) load-cell check ball, (6)
sleeve, (7) plunger return spring, (8) spring retainer, (9) inlet check-ball
spring, (10) inlet check ball, (11) plunger, (12) link, and (13) retaining clip.

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 Whenever the oil pressure in the oil manifold exceeds 10 psi (70 kPa), it
moves the inlet check ball from its seat and fills the cavity between the inner
and outer pistons.

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 During the injection cycle, the oil is held inside the tappet by the inlet check
ball and the load-cell check ball. When the rocker lever forces the inner piston
downward, the solid link of oil causes the injector plunger to contact the fuel
earlier. Injection timing, therefore, is in the ADVANCED mode. At the end of
the injection cycle, injection force increases the oil pressure in the tappet, and
holds the injector plunger firmly in the cup.
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 This increased pressure moves the load-cell check ball from its seat. The oil
drains past the load-cell check ball and through the drain holes in the injector
adapter, and returns to the oil pan through drain passages in the cylinder
head and block. Meanwhile, with continued cam lift, the inner piston makes
mechanical contact with the outer piston, and maintains injector plunger
seating force.
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 As we indicated earlier, the STC hydraulic tappet is located in the injector
assembly. Operation of the tappet is controlled by the STC control valve. This
valve has two functions: (1) it senses fuel pressure and directs lube oil to the
tappet to control timing, and (2) it senses C break operation and insures that
the engine is in the NORMAL timing mode when the brakes are activated.
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 The STC control valve uses fuel pressure and spring force to control the
position of an AFC-style plunger. The position of the plunger dictates whether
the oil passage to the hydraulic tappets is open or closed. Fuel pressure acts
on the piston end of the plunger.

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 During ADVANCED timing, the spring opposes the fuel pressure and holds the
plunger in the open position. Pressurized lube oil flows to the tappets and
initiates ADVANCED engine timing. The spring holds the plunger in the open
position until the fuel pressure rises above the certified switching pressure.

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 At this certified level, the higher fuel pressure overcomes the spring. This action
shifts the plunger and closes the oil passage. The oil supply to the tappets is
interrupted, and the engine begins to operate in the NORMAL timing mode.

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As fuel pressure decreases and falls below the certified level, the plunger shifts
and opens the oil flow passage again. ADVANCED timing occurs when the
pressurized lube oil fills the tappets. A specific pressure difference is designed
into the valve to prevent the valve plunger from fluttering between the
ADVANCED and NORMAL timing positions. In states with more stringent
emission laws, the plunger opens and closes at different fuel pressure shift
points.
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 In the NT-855 engines, the STC control valve is located on the side of the
block below the fuel pump. It receives filtered oil from a hose connected to
the main rifle.

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 A new rocker lever housing is being used…it includes a port for the STC piping.

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 The control valve supplies oil to the STC external oil manifold. The control
valve connects to external manifold via a check valve, which prevents oil
from draining out of the line. This design prevents air locks.

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 An internal oil manifold connects the oil supply to each STC injector in the
rocker housing.

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 Fuel pressure to STC valve is provided by a hose between the fuel shutdown
valve and the STC valve. Notice the fuel drain line between the STC valve
and the engine fuel drain line. This drain line bleeds off fuel pressure and
alters the valve switching pressure without affecting engine response.
Depending upon configuration and emission requirements, some engines will
not have this return line.
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 The rear C Brake is connected to the STC control valve with a hose. When
this C Brake is activated, oil pressure in the brake housing is directed though
the hose to the STC valve. This pressure acts on the bellows end of the valve
plunger, and holds the valve closed for NORMAL timing. The engine remains
in NORMAL timing as long as the brake is activated. NORMAL timing is used
when the engine is braking, to maintain acceptable camshaft loading.
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Since the C brake can be activated progressively (1 brake, 2 brakes, or 3
brakes), the STC control valve receives the oil pressure signal only when the
system is in the 2 or 3 brake mode. When only one Brake is activated, intake
manifold pressure and camshaft loading are not high enough to require
NORMAL timing.
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 If the engine is not equipped with brakes, the C Brake sensing line should be
vented to the engine crankcase.

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The oil control valve is calibrated to a specific flow and pressure using a fuel
pump test stand. Tampering with the valve or plumbing will result in the loss of
both fuel economy and engine durability. Correct valve operation is necessary
to maintain acceptable cylinder pressures and white smoke levels, and to
assure optimum fuel economy.
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At this time we’ll discuss, briefly, the basic procedures involved in setting STC
injectors ON the engine…and OFF the engine.

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 OFF-engine setting consists of two stages:
• Base Plunger Travel
• Total Injector Travel

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 These STC injector settings can be done only on the 3822696 Top Stop Setting
Fixture. The 3875160 Top Stop Setting Fixture CANNOT be used to set STC
injectors. The 3822696 Fixture is designed to be used for ALL injectors.

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 PLUNGER travel is set by rotating the stops crew with an Allen wrench, or
other suitable device. TOTAL travel is set by rotating the top cap.

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ON-engine adjustment is made with the 3822648 Tappet Extender. Insert the
tool in one of the for “chimney” holes.

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 Then hold the tappet in its fully extended position, and adjust the setscrew with
the 5 in-lb T-handle torque wrench.

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Complete setting procedures can be found in Bulletin No. 3377598, Service
Tools Instructions…and in Bulletin No. 3810313, PT(D) STC.

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 In summary, then, STC is currently used in NT-855 and K Uprate engines.

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The system allows the engine to operate in ADVANCED timing during starting
and light-load conditions, and NORMAL timing during medium to high engine
load conditions.

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When no oil is hydraulic tappet, the inner piston makes direct contact with the
outer piston before the injector plunger begins to inject fuel into the cylinder.
The engine is in the NORMAL timing mode.

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NOW the tappet is filled with oil… the inner piston start downward. The “solid
link” of oil allows this downward movement to be immediately transmitted to the
outer piston. Fuel begins to be injected earlier, so engine timing is in the
ADVANCE mode.
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 In this way we’re controlling cylinder pressure, which mean that we can create
more HP without sacrificing engine durability.

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