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All numbers and specifications listed in this program are used for illustration
purposes only. Current information can be found in the Service Manuals located on
QuickServe Online.

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At the conclusion of this course you should be able to:

Recognize the X series engine High Pressure Fuel system components

Describe the High Pressure Fuel flow through the X series engine and.

Describe the X Series fuel system revisions to the injectors.

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Fuel from the IFSM flows into the center of the actuator feed rail and splits to flow to
the front and rear banks of timing and metering actuators. With a constant pressure
at the actuators, the ECM sends signals to the actuators to control the fuel flow to
the injectors.

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Each of the actuators are a normally closed ON/OFF device. The actuators open
when they receive a signal from the ECM. Opening an actuator allows fuel to flow to
its connected timing or metering rail. In this way the ECM controls the volume of fuel
flowing to the injectors. With the two bank design and the firing order, the ECM
functions fast enough to have individual control of the injectors.

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The four externally mounted actuators on the IFSM control the fuel flow to the
injectors. The amount of fuel is controlled by the "on time” or duration, that an
actuator is open. The fuel flow for all four actuators comes from a common fuel rail
in the IFSM.

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The front two actuators control fuel for the number 1, 2, and 3 injectors and the rear
two actuators control fuel the number 4, 5, and 6 injectors.

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The actuator closest to the front of the engine and the actuator closest to the rear of
the engine control fuel metering to their respective bank of injectors.

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The two center actuators control timing fuel flow to their respective bank of
injectors.

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Two fuel pulsation type dampers are installed on the IFSM.

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These dampers are installed near the actuators to reduce the fuel pressure spikes
resulting from the rapid opening and closing of the actuators. Stabilizing the
pressure in the common rail supplying the actuators, allows the ECM to more
precisely control fuel flow to the metering and timing chambers.

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The rapid restart style fuel shut-off valve shuts off the flow of fuel to the actuator rail
when it is deactivated. This valve is capable of stopping fuel flow in normal shutdown
and also in case of engine overspeed or other problems detected by the ECM. This
normally closed valve receives a signal from the ECM and opens when the key switch
is turned to the ON position.

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The cylinder head contains fuel timing, metering, and drain rifles to direct the flow of
fuel to and from the injectors.

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When the engine is shutdown, the fuel trapped between the actuators and the
injectors absorbs heat from surrounding engine components. As the temperature of
the fuel increases, the fuel expands and increases pressure in the metering supply
rails. If allowed to build, this pressure would push fuel through the open injector into
the cylinder. This would result in increased cranking resistance and hard starting
while the engine is still warm.

A passage drilled between the metering supply rail and the drain passage in the
IFSM, along with a check valve mounted in each metering actuator, provides fuel
venting to reduce this pressure. An 8 thousandths inch orifice is installed in the
drilling to limit fuel flow to the drain passage during normal engine operation.

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The passages from the timing and metering actuators connect to internal passages in
the cylinder head. These passages supply fuel to the front and rear bank of injectors.

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The injectors for the industrial engine have been redesigned to include a change to
the hole size, spray angle, and number of holes in the injector cup.

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In this section we will take a look at injector operation and the fuel flow through the
injector.

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The X series injector assembly consists of the ... upper plunger,...inlet screen, ... rail
metering check valve, ... lower plunger, with Trapped Volume Spill, or TVS, port, ...
lower plunger spring, ... timing plunger, ... timing plunger spring, ... spill regulator, ...
and leakage vent.

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The injection cycle begins with the injector plunger mechanically held against the
nozzle seat until the end of the exhaust stroke. The injector rocker lever is on the
outer base circle of the camshaft. At this point, all three of the plungers are at the
bottom of their travel.

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After the exhaust valve closes, the injector rocker lever begins to move off of the
outer base circle. The upper plunger begins to move upward under spring force. The
timing plunger remains in contact with the upper plunger and the lower plunger
remains in contact with the timing plunger due to their respective springs.

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As the lower plunger continues to move upward, the metering port is opened.

Shortly after opening the metering port, the metering plunger contacts the stop in
the injector.

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The upper and timing plungers continue to move upward. Just before the spring
guide contacts the top stop, the timing feed port is opened.

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With the plungers in this position, both the timing and metering ports are open.
However, no fuel flows into the injector until the ECM sends a signal for the timing
and metering actuators to open.
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The timing and metering actuators are then opened at the appropriate time and
duration to supply the desired amount of fuel into each chamber. The metering fuel
passes through the metering check valve before entering the metering chamber.

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By varying the amount of time that the timing and metering actuators are open, the
ECM controls the amount of fuel metered into the timing and metering chambers.

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Increasing the amount of time the metering actuator is open increases the amount
of fuel metered into the injector and injected into the cylinder.

Allowing the metering actuator to be open for a shorter period of time, allows less
fuel to be metered into the injector.

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As the fuel enters the timing chamber, the fuel pressure travels between the timing
plunger and the upper plunger through a groove in the top of the timing plunger.
The fuel pressure then forces the timing plunger down against spring pressure.

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As the upper plunger begins its downward travel, and closes the timing feed port, it
contacts the column of fuel in the timing chamber. This trapped fuel acts as a
"hydraulic link" between the upper and timing plungers, the upper and timing
plungers move down together.

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The amount of fuel in the timing chamber determines the starting position for the
timing plunger. With more fuel in the timing chamber, as the upper plunger begins
its downward travel, the timing plunger begins its downward travel from a lower
position, this advances the timing.

A shorter period of time that the timing actuator is open allows less fuel into the
timing chamber. This causes the timing plunger to begin its travel from a higher
position which causes the timing to retard.

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When the timing plunger contacts the lower plunger, all three plungers travel
downward together. The metering check valve prevents fuel from flowing back out
of the metering chamber.

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The check valves stop the initial flow of fuel back out of the injector. However, the
plungers move past the inlet ports prior to injection to cut off the flow path back to
the check valves.

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When the lower plunger reaches the solid fuel in the metering chamber, pressure in
the chamber rises, resulting in the fuel injecting into the cylinder.

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Injection continues until the annular groove in the lower plunger bore aligns with the
Trapped Volume Spill, or TVS, port. This allows the small amount of fuel remaining
trapped in the metering chamber to flow out of the injector to the drain line,
providing a sharp end to injection and relieving fuel pressure in the metering
chamber.

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At the same time, the timing spill port is opened to drain. As the upper plunger
continues to move downward, the timing fuel spills into the injector drain line.

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The ring valve on the injector flexes to regulate the timing spill flow. This "elliptical
flexing" of the ring valve prevents the pressure from dropping too rapidly to keep
the lower plunger forced onto its seat.

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As the injector rocker lever again reaches the outer base circle of the camshaft, the
timing plunger is again in contact with both the upper and lower plungers. The
downward force of the rocker lever causes a mechanical crush to push fuel out of
the metering and timing chambers.

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Fuel from the injector drain flows through internal drillings in the cylinder head to
the IFSM. A fitting near the rear of the IFSM allows fuel to return to the fuel tank
through the fuel return line.

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"You are about to leave the Virtual Classroom and take the assessment. Select
""Next"" to continue to the assessment. Select ""Back"" to return to the Virtual
Classroom or click on the Program Guide icon to view the program guide. Note: If
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module in your Play List.

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Which of the following is varied by the ECM to control the fuel metered into the
injectors?

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The injection cycle begins…

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What happens to the pressure in the metering chamber when the lower plunger
reaches the solid fuel?

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How many actuators are used to control metering fuel to the injectors?

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What does the cylinder head not contain?

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Which actuator supplies fuel to the cavity below the upper plunger on the number 6
cylinder?

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Timing is advanced by….