C27 and C32 Generator Set Engines - PDF Versión 1

C32 Generator Set FLX00001-UP(M0077002 - 01) - Documentation Page 1 of 9
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Product: GENERATOR SET

Model: C32 GENERATOR SET FLX
Configuration: C32 Generator Set FLX00001-UP
Systems Operation
C27 and C32 Generator Set Engines
Media Number -RENR9968-13 Publication Date -01/07/2014 Date Updated -06/12/2016
i05792276
Fuel System
SMCS - 1250
Illustration 1 g03670753
Fuel system for C27 and C32 engines equipped with fuel cooled ECM
(1) Cylinder head
(2) Unit injector
(3) Fuel transfer pump
(4) Secondary fuel filter and priming pump
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sisweb/m... 4/4/2020
(5) Fuel tank

(6) Electronic Control Module (ECM)
(7) Primary fuel filter and separator
Fuel system for C32 and older C27 engines
(1) Cylinder head
(2) Unit injector
(4) Secondary fuel filter and priming pump
(5) Primary fuel filter and water separator
(6) Fuel tank
(7) Fuel pressure regulator/check valve
Fuel system for C27 engines serial prefix GDS
(1) Cylinder head
(2) Unit injector
(3) Secondary fuel filter
(5) Primary fuel filter, electronic fuel priming pump, and fuel water separator
(6) Fuel tank
(7) Fuel pressure regulator/check valve
The fuel supply circuit is a conventional design for unit injector diesel engines. The system consists of
the following major components that are used to deliver low-pressure fuel to the unit injectors:
Fuel tank - The fuel tank is used to store the fuel.
Fuel priming pump - The fuel priming pump is used to evacuate the air from the fuel system. As the
air is removed, the system fills with fuel.
Fuel filters - The primary fuel filter is used to remove abrasive material and contamination from the
fuel system large enough to damage the fuel transfer pump. The secondary fuel filter is used to
remove abrasive material and contamination as small as two microns that could damage the injectors.
Supply lines and return lines - Supply lines and return lines are used to deliver the fuel to the
different components.
The purpose of the low-pressure fuel supply circuit is to supply fuel that has been filtered to the fuel
injectors at a rate and a pressure that is constant. The fuel system is also utilized to cool components
such as the fuel injectors and the Electronic Control Module (ECM).
Once the injectors receive the low-pressure fuel, the fuel is pressurized again before the fuel is
injected into the cylinder. The unit injector uses mechanical energy that is provided by the camshaft to
achieve pressures that can be in excess of 200000 kPa (30000 psi).
Control of the fuel delivery is managed by the engine ECM. Data from several of the engine systems
is collected by the ECM and processed in order to manage these aspects of fuel injection control:
• Injection timing
• Fuel injection timing advance
• Injection duration
• Engine cold mode status
The mechanical electronic fuel system relies on a large amount of data from the other engine systems.
The data that is collected by the ECM will be used in order to provide optimum performance of the
engine.
Low Pressure Fuel Supply Circuit

The flow of fuel through the system begins at fuel tank (5). Fuel is drawn through the primary fuel
filter and water separator (7) from the fuel tank by fuel transfer pump (3). The fuel transfer pump
incorporates a check valve that allows fuel to flow around the gears during priming. The fuel transfer
pump also incorporates a pressure relief valve. The pressure relief valve is used in order to protect the
fuel system from extreme pressure.
The fuel transfer pump is designed in order to produce an excess fuel flow throughout the fuel system.
The excess fuel flow is used by the system to cool the fuel system components. The excess fuel flow
also purges any air from the fuel system during operation. Air that can become trapped in the fuel
system can cause cavitation that may damage the components of the unit injector.
After leaving the fuel transfer pump, the fuel flows to the ECM (6) in order to cool the ECM. Next,
the fuel flows to the secondary fuel filter and fuel priming pump (4). The fuel priming pump is
located on the fuel filter base. The fuel filter base and secondary fuel filter incorporate a siphon break
that prevents fuel from draining when the engine is not in operation. The priming pump is a hand
operated pump that directs the flow of fuel during the priming pump operation. The secondary fuel
filter is a two micron fuel filter. The fuel is filtered in order to remove small abrasive particles that
will cause premature wear to fuel system components. The filtered fuel then flows out of the fuel filter
and returns to the passages in the fuel filter base. Prior to exiting the fuel filter base, the fuel pressure
and are sampled by the fuel pressure sensor and fuel temperature sensor. The signals that are
generated by the sensors are used by the ECM in order to monitor the condition of the engine
components. This information is also used to adjust the fuel delivery of the engine in order to
optimize efficiency.
The fuel is then transferred by the fuel supply lines to the cylinder head (1). Only a portion of the fuel
that is supplied to the fuel injectors is used for engine operation. This unused fuel is discharged into
the return passages of the fuel gallery. The fuel is returned to the fuel tank by the fuel return lines. A
continuous flow of fuel is experienced within the low-pressure fuel system.
During engine operation, fuel injectors (2) receive fuel from the low-pressure fuel system. The
injector pressurizes the fuel to high pressure. The fuel is then injected into the cylinder. The excess
fuel is returned to the tank.
A pressure regulating valve is located in the fuel return. The pressure regulating valve allows the low-
pressure fuel system to maintain a constant pressure. A flow control orifice is also located in the fuel
return. The flow control orifice maintains a system back pressure that is constant. The orifice allows
the flow of fuel through the system to be constant. This consistency prevents excessive heating of the
fuel.
Fuel Heaters
Fuel heaters prevent the waxing of the fuel, and the plugging of the fuel filters in cold weather. The
engine does not dissipate enough heat in order to prevent waxing during cold-weather conditions.
There are two types of fuel heaters that can be used: thermostatically controlled and self-adjusting.
Heaters that are not thermostatically controlled can heat the fuel in excess of 65 °C (149 °F). High
fuel temperatures can have the following effects:
• Reduced engine efficiency
• Fuel pump damage
• Premature wear
Note: Never use fuel heaters without some type of temperature regulator. Ensure that fuel heaters are
turned OFF during warm-weather conditions.
Fuel System Electronic Control Circuit

The fuel system is equipped with an electronically controlled, mechanically actuated unit injector in
each cylinder. A solenoid on each injector controls the amount of fuel that is delivered by the injector.
An ECM sends a signal to each injector solenoid in order to provide complete control of the engine.
There are two major components of the electronic control system that are necessary in order to
provide control of the mechanical electronic unit injectors:
• ECM
• Personality module (storage for the ECM flash file)
The ECM is the computer that is used to provide control for all aspects of engine operation. The
personality module contains the software that defines the characteristics of the engine control. The
personality module contains the operating maps. The operating maps define the following
characteristics of the engine:
• Horsepower
• Torque curves
• Engine speed (rpm)
• Other characteristics
The ECM, the personality module, the engine sensors, and the unit injectors work together in order to
control the engine. Neither of the four can control the engine alone.
The ECM maintains the desired engine speed by sensing the actual engine speed. The ECM calculates
the amount of fuel injection needed in order to achieve the desired engine speed.
Fuel Injection
The ECM controls the amount of fuel that is injected by varying the signals that are sent to the
injectors. The ECM sends a high voltage signal to the solenoid in order to energize the solenoid. The
injectors will inject fuel only while the injector solenoid is energized. By controlling the timing and
duration of the high voltage signal, the ECM can control injection timing and injection amount.
The ECM sets certain limits on the amount of fuel that can be injected. The Fuel Ratio Control (FRC)
limit is an adjustment that controls the amount of air and fuel for emission control. This limit is based
on the boost pressure. When the ECM senses a higher boost pressure, the ECM increases the FRC
limit. The rated fuel position is also a limit that is based on the horsepower rating of the engine. This
limit is similar to the rack stops and to the torque spring on a mechanically governed engine. The
rated fuel position provides horsepower and torque curves for a specific engine family and for a
specific engine rating. All of these limits are programmed into the personality module by the factory.
These limits are not programmable by the service technician.
Injection timing depends on three factors: the engine speed (rpm), the engine load and the operational
conditions of the engine. The ECM determines the top center position of No. 1 cylinder from the
signal that is provided by the engine speed/timing sensor. The ECM decides when the injection should
occur relative to the top center position. The ECM then provides the signal to the electronic unit
injector at the desired time.
Electronic Unit Injector Mechanism
Electronic unit injector mechanism
(8) Electronic unit injector
(9) Adjusting nut
(10) Rocker arm assembly
(11) Camshaft lobe
The electronic unit injector mechanism provides the downward force that is required to pressurize the
fuel in the electronic unit injector pump. The electronic unit injector (8) allows fuel to be injected into
the combustion chamber with precise timing. Movement is transmitted from the camshaft lobe (11)
through the rocker arm assembly (10) to the top of the electronic unit injector. The adjusting nut (9)
allows the injector lash to be adjusted. For the proper setting of the injector lash, refer to the topic on
adjustment of the electronic unit injector in Testing and Adjusting, "Electronic Unit Injector - Adjust".
Electronic Unit Injector
Electronic unit injector
(12) Spring
(13) Solenoid connection to the Electronic Control Module (ECM)
(14) Solenoid valve assembly
(15) Plunger assembly
(16) Barrel
(17) Seal
(18) Seal
(19) Spring
(20) Spacer
(21) Body
(22) Check valve
Fuel at low pressure from the fuel supply manifold enters the electronic unit injector at the fill port
through drilled passages in the cylinder head.
As the electronic unit injector mechanism transfers the force to the top of the electronic unit injector,
spring (12) is compressed and plunger (15) is driven downward. This action displaces fuel through the
valve in solenoid valve assembly (14), and into the return manifold to the fuel tank. As the plunger
travels downward, the passage in barrel (16) is closed by the outside diameter of the plunger. The
passages within body (21) and along check valve (22) to the injector tip already contain fuel for
injection. After the passage in the plunger barrel is closed, the injector is ready for injection at any
time. The start of injection relies on the software in the Electronic Control Module (ECM).
When the solenoid valve assembly is energized from a signal across solenoid connection (13), the
valve closes and fuel pressure is elevated in the injector tip. Injection begins at 34500 ± 1900 kPa
(5000 ± 275 psi) as the force of spring (19) above spacer (20) is overcome. The check valve begins to
lift from the valve seat. The pressure continues to rise as the plunger cycles through a full stroke.
After the correct amount of fuel has been discharged into the cylinder, the ECM removes the signal to
the solenoid connection. The solenoid valve assembly is de-energized and the valve in the solenoid
valve assembly is opened. The high-pressure fuel is then dumped through the spill port and into the
fuel return manifold. The fuel is then returned to the fuel tank. The check valve in the injector tip
seats as the pressure in the tip decreases.
The duration of injection meters the fuel that is consumed during the fuel injection process. Injection
duration is controlled by the governor logic that is programmed into the ECM.
As the camshaft lobe rotates past the point of maximum lobe lift, the force on top of the electronic
unit injector is removed and the spring for the injector mechanism is allowed to expand. The plunger
returns to the original position. This uncovers the fuel supply passage into the plunger barrel in order
to refill the injector pump body. The fuel at low pressure is again allowed to circulate through the fuel
injector body. After circulating through the fuel injector body, the fuel flows out of the spill port. This
continues until the solenoid valve assembly is re-energized for another injection cycle.
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What are the major components of the fuel system?

How does the fuel flow through the system?

C32 Generator Set FLX00001-UP(M0077002 - 01) - Documentation Page 1 of 9

Product: GENERATOR SET

(5) Fuel tank

Fuel tank - The fuel tank is used to store the fuel.

• Fuel injection timing advance

• Engine cold mode status

Low Pressure Fuel Supply Circuit

• Reduced engine efficiency

• Fuel pump damage

Fuel System Electronic Control Circuit

• Personality module (storage for the ECM flash file)

• Engine speed (rpm)

Electronic Unit Injector Mechanism

Electronic Unit Injector

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