Professional Documents
Culture Documents
Engine Qualification
Course
DBU Service Training
Introduction:
• Instructor Introduction
• Student Introduction
• “NO SMOKING” Policy
• Hotel \ Transportation
• Testing \ Assignments
• Safety ~ Running
Engine
DBU Service Training
Introduction cont:
• Course Times
08.30 - 12.00
13:00 - 16.15
• Lunch arrangement
• W.C. location
• Registration
• NO CELLPHONES
DBU Service Training
Emergency Procedures
DBU Service Training
Emergency Assembly
Procedures
Parking Area
Security
Parking Area
Assembly
Area
Student Parking Area
Technical Training
Centre
Evacuation Procedure
When hearing the fire/evacuation siren (- - - - - -):
All personnel move to the assigned assembly point “X” in an orderly fashion using
the nearest exit and ensuring that;
all windows are closed in own working area, and;
other persons follow suit and also evacuate.
Fire Team members shall observe their assigned areas for signs of a fire before
evacuating with other personnel.
At the assembly point, the Evacuation Coordinator or Assistant Evacuation
Coordinator shall conduct a roll-call using the lists provided in the facility for this
purpose.
Personnel may only go back to their workplace upon the instruction of the
Evacuation Coordinator or the Assistant Evacuation Coordinator.
DBU Service Training
Evacuation Procedure
Any employee that observes a fire shall:
Make verbal alarm by shouting: “Fire! Fire!”
If properly trained, attempt to extinguish the fire and leave the fire only
once relieved by the Fire Team.
If not properly trained, evacuate immediately.
Upon hearing the verbal fire alarm, the first available employee shall sound the
fire/evacuation siren (- - - - - -)
The Fire Team will locate and assess the fire and decide suitable course of
action (i.e. is there need for assistance).
Should assistance be required the Fire Team will instruct any Head of
Department (HOD) to call the emergency services.
Such HOD shall also be responsible to meet the emergency services at the main
entrance, clear their path and guide them to the scene of the fire.
DBU Service Training
REMEMBER
Stay calm, think and do not attempt any unsafe action –
it can cost your life and/or that of fellow employees.
9
DBU Service Training
Target Audience:
Engineers
Field Service Technicians.
Workshop Mechanics.
General Engine Specifications
Altitude Derate
The electronic fuel system for the QSB Tier 3 is capable of de-rating
automatically (the design includes a standard ambient air pressure
sensor).
Check the Fuel Rating data sheet for altitude capability for a specific
rating.
Engine Specifications Continued
Valve Clearance:
Intake....................0.254 mm [0.010 in]
Exhaust.................0.508 mm [0.020 in]
Filter Specifications
Sliding Tappets
Cast Iron Camshaft
Camshaft speed indicator ring
mounted to the end of the camshaft
at the front of the engine
Bolted Camshaft Gear
Thrust plate between camshaft gear
mounting flange and the cylinder
block
Camshaft Bushings
Camshaft Bushings may be
installed at both of the outermost
bores of the cylinder block
Engines produced at many
possible factories
All engines will have the
camshaft bushing installed in the
flywheel end bore
No camshaft bushing installed in
other bores (parent bore/block
material)
Piston, Piston Pin and Piston Rings
Piston Rings
1. Upper Ring, keystone cut
2. Middle Ring, square cut and
twisted rectangular ring
3. Oil Control Ring with ring expander
Connecting Rod
Fracture split connecting rod cap design
Common with some ISB, ISBe, and QSB
CM850 engines.
Not backwards compatible with some
connecting rods due to weight differences
Best way to identify is by forging
numbers and physical characteristics of the
rod
Piston and Connecting Rod Assembly
Mounted on a common
rocker shaft
Receives pressurized oil for
lubrication from a drilling in the
rocker shaft
Each rocker lever actuates
two valves by the crosshead
Each rocker lever has two
drillings:
One drilling supplies
lubrication oil to the push rod
Rocker Lever Cover
Rail Pressure 4.5 liters [275 C.I.D], and 6.7 liters [409 C.I.D.] 250 to 1600 bar [3626
to 23,206 psi]
Fuel Pressure Range at Fuel Filter Outlet (engine cranking) 303 to 1103 kPa [44 to
160 psi]
Fuel Pressure Range at Fuel Filter Inlet (engine running) 503 to 1303 kPa [73 to
189 psi]
Maximum Pressure Drop across Fuel Filter 200 kPa [29 psi]
WARNING
Fuel is flammable. Keep all cigarettes, flames, pilot lights, arcing equipment, and
switches out of the work area and areas sharing ventilation to reduce the possibility
of severe personal injury or death when working on the fuel system.
WARNING
Do not vent the fuel system on a hot engine; this can cause fuel to spill onto a hot
exhaust manifold, which can cause a fire.
NOTE: It is not necessary to vent air from the high pressure fuel system before
starting the engine. Cranking the engine will help prime the fuel system.
Fuel System Cleanliness During
Repairs Is Very Important
Clean all fuel system fittings,
lines, and components before
disassembly.
Make sure that no dirt or debris
enters the fuel system
components to prevent the
passing of contaminants to the
high pressure fuel rail and
injectors.
Small amounts of dirt and
debris can cause a malfunction of
these components.
Why Fuel System Clean Care Really
Does Matter
Fuel Pump
2
• When the ECM
requires fuel for a
cylinder a voltage is +
driven to the injector
solenoid
-
• This creates an
electromagnetic force
that is greater than
the force of the spring
•This forces the
solenoids metal core
to move upward
• As the solenoid lifts Fuel from the
a leak path is opened leak path drains
in the fuel injector through a
passage in the
cylinder head
• The leak results in
the shoulder of the
injector needle now +
seeing a greater
hydraulic force than
the plunger (due to
-
the leak path)
• This allows the
needle to lift from the
closed position
• Fuel is then injected
into the cylinder
through the nozzles
• When fuel is no longer
needed the injector
solenoid is de-energized +
by the ECM
• The electromagnetic -
force is removed
allowing the spring to
force the solenoid to the
closed position
• When the solenoid is
in the closed position
the leak path is removed
• With the leak path
removed the greater
surface area of the
plunger causes the
plunger/needle to reseat
and end fuel injection
• Equal fuel pressure
is again sent to both
the plunger (1) and +
shoulder of the needle
(2)
-
• The greater surface
area of the plunger (1)
results in more
hydraulic force
keeping the injector in
the closed position
until the ECM 1
determines fueling is
again needed
2
• Fuel System
cleanliness is very
important for High +
Pressure Common Rail
Systems
-
• Contaminants can
lodge in the small
passages in the injector
preventing critical flows
• If the contaminate
particle lodges in the
passage to the plunger
area
•The result is the injector
will remain in the open
position and cause
engine damage due to
uncontrolled fueling of
the cylinder
Fuel Injector / Connector
The high-pressure connector and injector
must be replaced if failure is observed
• The high-pressure connector should be
replaced anytime the injector is replaced
Be sure not to over torque the connector
retaining nut. Over torquing the retaining
nut may cause the connector to rotate
out of the connector retaining slot.
High Pressure Connector
High Pressure Supply Lines
CYL
Head
Fuel Rail
ISB CM2150 Pressure Injectors
Engine Relief Valve
Secondary
Filter Fuel
Return Fuel
Return
Fuel
Return
Fuel
Hand Primer Pump Return
Fuel Out
Primary
Filter
Fuel Gear Fuel Tank
Torque Wrench
Unlike previous ISB engines there is no manifold. The new tools allow the
leakage readings to be taken (same concept … different method)
High Pressure Common Rail
CYL
Head
Fuel Rail
ISB CM2150 Pressure Injectors
Engine Relief Valve
Secondary
Filter Fuel
Return
Fuel Out
Primary
HP Pump
HP Relief
Injector
Filter
Return
Return
Return
Fuel Gear Fuel Tank
CYL
Head
Fuel Rail
ISB CM2150 Pressure
Block
Engine Relief Valve Off Injectors
Tool
Secondary
Filter Fuel
Return
Fuel Out
Primary
Injector
Filter
Return
Fuel Gear Fuel Tank
Oil Pressure:
- Low idle (minimum allowed) 69 kPa [10 psi]
- At rated (minimum allowed) 207 kPa [30 psi]
Oil-regulating valve-opening pressure range 448 kPa [65
psi] to 517 kPa [75 psi]
Oil filter differential pressure to open bypass 345 kPa [50
psi]
Lubricating Oil Filter Capacity 0.95 liters [1 qt]
Maximum Oil Temperature: 138°C [280°F]
Lubricating Oil
Cummins Inc. recommends the use of a high-quality SAE 15W-40 heavy-duty
engine oil, such as Valvoline Premium Blue®, which meets or exceeds the
American Petroleum Institute (API) performance classification CH-4/SJ or CI-
4/SK and the Association des Constructeurs Européen d'Automobiles
(A.C.E.A.) performance classification E5 or E7.
American Petroleum
Cummins Engine European Classification
Institute Classification Comments
Standard Classifications (ACEA)
(API)
(CES)
OBSOLETE. DO NOT
API CD API CE ACEA E-1, ACEA E-2
USE.
Minimum acceptable oil
API CF-4/SG, API CG-
CES-20075 ACEA E-3 classification for
4/SH
Midrange engines. (1)
CES-20071, CES- Good oil classification
20072, CES-20076, API CH-4/SJ ACEA E-5, E-7 for Midrange engines
CES-20077 without EGR.
Excellent oil for
CES-20078 API CI-4/SK
Midrange engines.
Lubricating Oil Cooler and Cover
Pressure Regulator
Provides automatic
tension of the water pump
and accessory drive belt
Holset Turbo
Wastegated & non-
wastegated versions
Similar to many other
Cummins applications
Fixed Housings (Cannot
be rotated in field for
Service)
Exhaust System
Exhaust System Specifications
Optional Turbocharger
Mounting Locations