Perkins 1104E Series User manual

SENR9977
February 2005
Systems Operation
Testing and Adjusting
1104E Engine
RF11-Up (Machine)
RH11-Up (Machine)
RK11-Up (Machine)

i01658146
Important Safety Information
Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should also
have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.
The meaning of this safety alert symbol is as follows:
Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Perkins cannot anticipateeverypossible circumstance that might involveapotential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. If a tool,
procedure,work method or operating technique thatis not specifically recommendedby Perkins
is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that
the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
startany job.Perkins dealershavethe mostcurrentinformation available.
When replacement parts are required for this
productPerkins recommends using Perkins
replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.
Failure to heed this warning can lead to prema-
ture failures, product damage, personal injury or
death.

SENR9977 3
Table of Contents
Table of Contents
Systems Operation Section
General Information
Introduction ............................................................ 4
Engine Operation
Basic Engine ........................................................... 6
Air Inlet and Exhaust System ................................. 7
Cooling System .................................................... 10
Lubrication System ............................................... 11
Electrical System ................................................. 12
Fuel Injection ....................................................... 14
Electronic Control System ................................... 22
Power Sources ..................................................... 25
Glossary of Electronic Control Terms ................... 29
Testing and Adjusting Section
Fuel System
Fuel System - Inspect ........................................... 32
Air in Fuel - Test .................................................... 32
Finding Top Center Position for No. 1 Piston ........ 33
Fuel Injection Timing - Adjust ................................ 34
Fuel Injection Timing - Check ............................... 35
Fuel Quality - Test ................................................. 35
Fuel System - Prime ............................................. 36
Fuel System Pressure - Test ................................. 36
Air Inlet and Exhaust System
Air Inlet and Exhaust System - Inspect ................. 38
Wastegate - Test ................................................... 38
Compression - Test ............................................... 39
Engine Valve Lash - Inspect/Adjust ...................... 39
Valve Depth - Inspect ............................................ 41
Valve Guide - Inspect ............................................ 41
Lubrication System
Engine Oil Pressure - Test .................................... 43
Engine Oil Pump - Inspect .................................... 43
Excessive Bearing Wear - Inspect ........................ 44
Excessive Engine Oil Consumption - Inspect ....... 44
Increased Engine Oil Temperature - Inspect ........ 45
Cooling System
Cooling System - Check (Overheating) ................ 46
Cooling System - Inspect ...................................... 47
Cooling System - Test ........................................... 47
Engine Oil Cooler - Inspect ................................... 49
Water Temperature Regulator - Test ..................... 49
Basic Engine
Piston Ring Groove - Inspect ................................ 50
Connecting Rod - Inspect ..................................... 50
Connecting Rod Bearings - Inspect ...................... 51
Main Bearings - Inspect ........................................ 51
Cylinder Block - Inspect ........................................ 51
Cylinder Head - Inspect ........................................ 52
Piston Height - Inspect .......................................... 52
Flywheel - Inspect ................................................. 53
Flywheel Housing - Inspect ................................... 54
Gear Group - Inspect ............................................ 55
Electrical System
Alternator-Te
st .................................................... 56
Battery - Test ......................................................... 56
V-Belt - Test .......................................................... 57
Charging System - Test ........................................ 57
Electric Starting System - Test .............................. 58
Glow Plugs - Test .................................................. 60
Index Section
Index ..................................................................... 61

4SENR9977
Systems Operation Section
Systems Operation Section
General Information
i02245816
Introduction
g01130896
Illustration 1
Left side view of a typical 1104C electronic engine

SENR9977 5
Systems Operation Section
(1) Fuel lines
(2) Fuel Priming Pump
(3) Fuel Filter
(4) Machine Interface Connector (MIC)
(5) Speed/timing sensor
(6) Electronic fuel injection pump
(7) Engine oil pressure sensor
(8) Engine oil filter
(9) Water Pump
(10) Crankshaft pulley
(11) Alternator
(12) Engine coolant temperature sensor
(13) Voltage Load Protection Module
(14) Electronic Control Module (ECM)
g01131299
Illustration 2
Right side view of a typical 1104C electronic engine
(15) Exhaust elbow
(16) Turbocharger
(17) Wastegate actuator
(18) Starter motor
(19) Oil drain plug
The 1104C electronic engine is electronically
controlled. The 1104C electronic engine uses an
Electronic Control Module (ECM) to control a fuel
injection pump. The pump supplies fuel to the fuel
injectors.
The four cylinders are arranged in-line. The cylinder
head assembly has one inlet valve and one exhaust
valve for each cylinder. The ports for the inlet valves
are on the left side of the cylinder head. The ports for
the exhaust valves are on the right side of the cylinder
head. Each cylinder valve has a single valve spring.

6SENR9977
Systems Operation Section
Each cylinder has a piston cooling jet that is installed
in the cylinder block. The piston cooling jet sprays
engine oil onto the inner surface of the piston in
order to cool the piston. The pistons have a Fastram
combustion chamber in the top of the piston in order
to provide an efficient mix of fuel and air. The piston
pin is off-center in order to reduce the noise level.
The pistons have two compression rings and an
oil control ring. The groove for the top ring has a
hardened insert in order to reduce wear of the ring
groove. The skirt has a layer of graphite in order to
reduce wear. The correct piston height is important in
order to ensure that the piston does not contact the
cylinder head. The correct piston height also ensures
the efficient combustion of fuel which is necessary in
order to conform to requirements for emissions.
A piston and connecting rod are matched to each
cylinder. The piston height is controlled by the
length of the connecting rod. Six different lengths
of connecting rods are available in order to attain
the correct piston height. The different lengths of
connecting rods are made by machining the small
end bearing off-center in order to form an eccentric
bearing. The amount of the eccentricity of the bearing
creates the different lengths of the connecting rods.
The crankshaft has five main bearing journals. End
play is controlled by thrust washers which are located
on both sides of the center main bearing.
The timing case is made of aluminum. The timing
gears have holes which align with holes in the front
flange of the crankshaft and the camshaft in order
to ensure the correct assembly of the gears. When
the number 1 piston is at the top center position
on the compression stroke, a temporary timing pin
is inserted through the crankshaft gear and the
hole in the front flange of the crankshaft. A second
temporary timing pin is inserted through the camshaft
gear and the hole in the timing case.
The crankshaft gear turns the idler gear which then
turns the following gears:
•the camshaft gear
•the fuel injection pump
•aloweridler gear which turns the gear of the
lubricating oil pump
The camshaft and the fuel injection pump run at half
the rpm of the crankshaft. The cylinder block has an
open top deck. The cylinders are only connected to
the cylinder block at the bottom.
g00910750
Illustration 3
The Bosch VP30 fuel injection pump is installed on
the engine. The fuel injection pump conforms to
currentemissions.Boththepumptimingandthehigh
idle are preset at the factory. The fuel injection pump
is not serviceable. Adjustments to the fuel injection
pump timing and high idle should only be made by
personnel which have had the correct training. The
fuel injection pump uses the engine ECM to control
the engine RPM.
For the specifications of the 1104C electronic engine,
refer to the Specifications, “Engine Design”.
Engine Operation
i02242513
Basic Engine
Cylinder Block and Cylinder Head
The cylinder block for the 1104 engine has four
cylinders which are arranged in-line.
The cylinder block for the 1104 engine has five
main bearings which support the crankshaft. Thrust
washers on both sides of the center main bearing
control the end play of the crankshaft.
A cylinder head gasket is used between the
engine block and the cylinder head in order to seal
combustion gases, water, and oil.

SENR9977 7
Systems Operation Section
The engine has a cast iron cylinder head. The inlet
manifold is integral within the cylinder head. An inlet
valve and an exhaust valve for each cylinder are
controlled by a pushrod valve system. The ports for
the inlet valves are on the left side of the cylinder
head. The ports for the exhaust valves are on the
right side of the cylinder head.
Pistons, Rings, and Connecting
Rods
The pistons have a combustion chamber in the top of
thepistoninordertoprovideanefficientmixoffuel
and air. The piston pin is off-center in order to reduce
the noise level.
The pistons have two compression rings and an oil
control ring. The groove for the top ring has a hard
metal insert in order to reduce wear of the groove.
The skirt has a layer of graphite in order to reduce
wear.
The correct piston height is important in order to
ensure that the piston does not contact the cylinder
head. The correct piston height also ensures the
efficient combustion of fuel which is necessary in
order to conform to requirements for emissions.
Engines are equipped with connecting rods that have
bearing caps that are fracture split. The bearing caps
on fracture split connecting rods are retained with
torx screws. Connecting rods with bearing caps that
are fracture split have the following characteristics:
•Higher integrity for the rod
•The splitting produces an accurately matched
surface on each side for improved strength.
•Modern design
The connecting rod is matched to each cylinder.
The piston height is controlled by the length of the
connecting rod. Six different lengths of connecting
rods are available in order to attain the correct piston
height. The different lengths of connecting rods are
made by machining the small end bearing off-center
in order to form an eccentric bearing. The amount of
the eccentricity of the bearing creates the different
lengths of the connecting rods.
Crankshaft
The crankshaft changes the linear energy of the
pistons and connecting rods into rotary torque in
order to power external equipment.
A gear at the front of the crankshaft drives the timing
gears. The crankshaft gear turns the idler gear which
then turns the following gears:
•Camshaft gear
•Fuel injection pump
•Lower idler gear which turns the gear of the
lubricating oil pump
Lip type seals are used on both the front of the
crankshaft and the rear of the crankshaft.
Camshaft
The engine has a single camshaft. The camshaft
is driven by an idler gear in the front housing. The
camshaft uses only one bearing on the front journal.
The other journals rotate in the bore of the cylinder
block. The front bearing and the camshaft bores
in the cylinder block support the camshaft. As the
camshaft turns, the camshaft lobes move the valve
system components. The valve system components
move the inlet and exhaust valves in each cylinder.
The camshaft gear must be timed to the crankshaft
gear. The relationship between the lobes and the
camshaft gear causes the valves in each cylinder
to be opened and closed at the correct time. The
relationship between the lobes and the camshaft
gear also causes the valves in each cylinder to close
at the correct time.
i02242605
Air Inlet and Exhaust System
g01130516
Illustration 4
Air inlet and exhaust system (typical example)
(1) Exhaust outlet
(2) Turbocharger turbine wheel
(3) Turbocharger compressor wheel
(4) Air intake
(5) Aftercooler
(6) Intake manifold
(7) Engine cylinders
(8) Exhaust manifold

8SENR9977
Systems Operation Section
Engines which are naturally aspirated pull outside air
through an air cleaner directly into the inlet manifold
(6). The air flows from the intake manifold to the
engine cylinders (7). The fuel is mixed with the air in
the engine cylinders. After the fuel combustion occurs
in the engine cylinder, the exhaust gases flow directly
to the outside air through the exhaust manifold (8).
Turbocharged engines pull outside air through an air
cleaner into the air intake (4) of the turbocharger. The
suction is caused by the turbocharger compressor
wheel (3). Then, the turbocharger compressor
wheel compresses the air. The air flows through
the aftercooler (5). Cooling the inlet air increases
combustion efficiency. Increased combustion
efficiency helps achieve the following benefits:
•Fuel consumption is reduced.
•Power output is increased.
•Emissions from the engine are reduced.
From the aftercooler (5), the air flows to the intake
manifold (6) which directs an even distribution of the
air to each engine cylinder (7). Air is pulled into the
engine cylinder (7) during the intake stroke of the
piston. Then, the air is mixed with fuel from the fuel
injectors.
Each piston makes four strokes:
1. Intake
2. Compression
3. Power
4. Exhaust
The sequence of the strokes by all of the pistons in
all of the engine cylinders provide constant air flow
through the inlet system during the engine operation.
The exhaust stroke and the timing of the valve
mechanism pushes combustion gases through the
open exhaust valve into the exhaust manifold (8).
The exhaust gases flow through the blades of the
turbocharger turbine wheel (2) which causes the
turbine wheel and the compressor wheel to turn.
Then, the exhaust gases flow through the exhaust
outlet (1) of the turbocharger to the outside.
The air inlet system is also equipped with a crankcase
ventilation system. The intake strokes of the pistons
pull in atmospheric air to the crankcase.
Turbocharger
Note: The turbocharger is not serviceable.
A turbocharger increases the temperature and the
density of the air that is sent to the engine cylinder.
This condition causes a lower temperature of ignition
to develop earlier in the compression stroke. The
compression stroke is also timed in a more accurate
way with the fuel injection. Surplus air lowers the
temperature of combustion. This surplus air also
provides internal cooling.
A turbocharger improves the following aspects of
engine performance:
•Power output is increased.
•Fuel efficiency is improved.
•Engine torque is increased.
•Durability of the engine is improved.
•Emissions from the engine are reduced.
g00302786
Illustration 5
Components of a turbocharger (typical example)
(1) Air intake
(2) Compressor housing
(3) Compressor wheel
(4) Bearing
(5) Oil inlet port
(6) Bearing
(7) Turbine housing
(8) Turbine wheel
(9) Exhaust outlet
(10) Oil outlet port
(11) Exhaust inlet
A turbocharger is installed between the exhaust
and intake manifolds. The turbocharger is driven by
exhaust gases which flow through the exhaust inlet
(11). The energy of the exhaust gas turns the turbine
wheel (8). Then, the exhaust gas flows out of the
turbine housing (7) through the exhaust outlet (9).

SENR9977 9
Systems Operation Section
The turbine wheel and the compressor wheel (3) are
installedonth
e same shaft. Therefore, the turbine
wheel and the compressor wheel rotate at the same
rpm. The compressor wheel is enclosed by the
compressor housing (2). The compressor wheel
compresses the intake air (1). The intake air flows
into the engine cylinders through the inlet valves of
the cylinders.
The oil from the main gallery of the cylinder block
flows through the oil inlet port (5) in order to
lubricate the turbocharger bearings (4) and (6). The
pressurized oil passes through the bearing housing
of the turbocharger. The oil is returned through the oil
outlet port (10) to the oil pan.
The turbocharger has a wastegate. The wastegate is
controlled by the boost pressure. This allows some
of the exhaust to bypass the turbocharger at higher
engine speeds. The wastegate is a type of valve
that automatically opens at a preset level of boost
pressure in order to allow exhaust gas to flow around
the turbine. The wastegate allows the design of the
turbocharger to be more effective at lower engine
speeds.
The wastegate is controlled by a diaphragm. One
side of this diaphragm is open to the atmosphere.
The other side of this diaphragm is open to the
manifold pressure.
Cylinder Head And Valves
The valves and the valve mechanism control the
flow of the air and the exhaust gases in the cylinder
during engine operation. The cylinder head assembly
has two valves for each cylinder. Each valve has one
valve spring. The ports for the inlet valves are on
the left side of the cylinder head. The ports for the
exhaust valves are on the right side of the cylinder
head. Steel valve seat inserts are installed in the
cylinder head for both the inlet and the exhaust
valves. The valve seat inserts can be replaced.
The valves are installed in valve guides. The valve
guides canbereplaced.Theexhaustvalveguidehas
a counterbore in order to prevent the seizure of the
valve stem. The seizure of the valve stem is caused
by a buildup of carbon under the head of the valve.
The inlet and the exhaust valves are opened and
closed by the rotation and movement of the following
components:
•Crankshaft
•Camshaft
•Valve lifters
•Pushrods
•Rocker arms
•Valve springs
The camshaft gear is driven by the crankshaft gear.
The camshaft and the crankshaft are timed together.
When the camshaft turns, the valve lifters and the
pushrods are moved up and down. The pushrods
move the rocker arms. The movement of the rocker
arms open the valves. The opening and closing of
the valves is timed with the firing sequence of the
engine. The valve springs push the valves back to
the closed position.

10 SENR9977
Systems Operation Section
i02242619
Cooling System
g00985481
Illustration 6
Flow diagram of the cooling system
The coolant flows from the bottom of the radiator to
the centrifugal water pump. The water pump assists
in the flow of the coolant through the system. The
water pump is installed on the front of the timing
case. The water pump is gear-driven by the fuel
injection pump gear.
The water pump forces the coolant through a
passage in the front of the timing case to the water
jacket in the top left side of the cylinder block. The
coolant continues to the rear of the cylinder block.
The main flow of the coolant passes from the rear of
the cylinder block into the rear of the cylinder head.
The coolant flows forward through the cylinder head
and into the water temperature regulator housing. If
the water temperature regulator is closed, the coolant
goes directly through a bypass to the inlet side of
the water pump. If the water temperature regulator
is open, the bypass is closed and the coolant flows
to the top of the radiator.
From the rear of the cylinder block, some of the
coolant passes into the oil cooler. The oil cooler is
located on the left side of the cylinder block with no
external lines. The coolant flows around the element
of the oil cooler before being returned to the rear of
the cylinder block.

SENR9977 11
Systems Operation Section
i02242521
Lubrication System
g01009682
Illustration 7
Flow diagram of the lubrication system
Lubricating oil from the oil pan flows through a
strainer and a pipe (9) to the suction side of the
engine oil pump (10). Pressure for the lubrication
system is supplied by the oil pump. The crankshaft
gear (13) drives a lower idler gear (12). The lower
idler gear drives the oil pump gear (11). The pump
has an inner rotor and an outer rotor. The axis of
rotation of the rotors are off-center relative to each
other. There is an interference fit between the inner
rotor and the drive shaft.
The inner rotor has five lobes which mesh with the six
lobes of the outer rotor. When the pump rotates, the
distance increases between the lobes of the outer
rotor and the lobes of the inner rotor in order to create
suction. When the distance decreases between the
lobes, pressure is created.
The lubricating oil flows from the outlet side of the oil
pump (10) through a passage to the oil filter head
(7). The oil then flows from the oil filter head through
a passage to a plate type oil cooler. The oil cooler is
located on the left side of the cylinder block.
From the oil cooler, the oil returns through a passage
to the oil filter head. The oil then flows through a
bypass valve that permits the lubrication system
to function if the oil filter becomes blocked. Under
normal conditions, the oil then flows to the oil filter (8).
The oil flows from the oil filter through a passage that
is drilled across the cylinder block to the oil gallery
(4). The oil gallery is drilled through the total length
of the left side of the cylinder block. If the oil filter is
on the right side of the engine, the oil flows through
a passage that is drilled across the cylinder block to
the pressure gallery.

12 SENR9977
Systems Operation Section
Lubricating oil from the oil gallery flows through
high pressure passages to the main bearings of
the crankshaft (5). Then, the oil flows through the
passages in the crankshaft to the connecting rod
bearing journals (6). The pistons and the cylinder
bores are lubricated by the splash of oil and the oil
mist.
Lubricating oil from the main bearings flows through
passages in the cylinder block to the journals of the
camshaft. Then, the oil flows from the front journal
of the camshaft (2) at a reduced pressure to the
cylinder head. The oil then flows through the center
of the rocker shaft (1) to the rocker arm levers. The
valve stems, the valve springs and the valve lifters
are lubricated by the splash and the oil mist.
The hub of the idler gear is lubricated by oil from the
oil gallery. The timing gears are lubricated by the
splash from the oil.
An external line from the cylinder block supplies oil to
the turbocharger. The oil then flows through a return
line to the oil pan.
Engines have piston cooling jets that are supplied
with oil from the oil gallery. The piston cooling jets
spray lubricating oil on the underside of the pistons in
order to cool the pistons.
i02242636
Electrical System
The electrical system is a negative ground system.
The charging circuit operates when the engine
is running. The alternator in the charging circuit
produces direct current for the electrical system.
Alternator
g00303424
Illustration 8
(1) Shaft for mounting the pulley
The alternator produces the following electrical
output:
•Three-phase
•Full-wave
•Rectified
The alternator is an electro-mechanical component.
The alternator is driven by a drive belt from the
crankshaft pulley. The alternator charges the storage
battery during the engine operation.
The alternator converts the mechanical energy
and the magnetic energy into electrical energy.
This conversion is done by rotating a direct current
electromagnetic field on the inside of a three-phase
stator. The electromagnetic field is generated by
electrical current flowing through a rotor. The stator
generates AC electrical power.
The alternating current is changed to direct current
by a three-phase, full-wave rectifier. Direct current
flows to the output terminal of the alternator. The
rectifier has three exciter diodes. The direct current
is used for the charging process.
A regulator is installed on the rear end of the
alternator. Two brushes conduct current through two
slip rings. The current then flows to the rotor field. A
capacitor protects the rectifier from high voltages.

SENR9977 13
Systems Operation Section
The alternator is connected to the battery through
theignitionsw
itch. Therefore, alternator excitation
occurs when the switch is in the ON position.
Starting Motor
g00956095
Illustration 9
24 Volt Starting Motor
(1) Terminal for connection of the ignition
switch
(2) Terminal for connection of the battery
cable
g00954820
Illustration 10
12 Volt Starting Motor
(1) Terminal for connection of the battery cable
(2) Terminal for connection of the ignition switch
The starting motor turns the engine flywheel. The
rpm is high enough in order to initiate a sustained
operation of the fuel ignition in the cylinders.
The starting motor has a solenoid. When the ignition
switch is activated, voltage from the electrical system
will cause the solenoid to engage the pinion in the
flywheel ring gear of the engine. When the pinion
gear is engaged in the flywheel ring gear, the
electrical contacts in the solenoid close the circuit
between the battery and the starting motor. This
causes the starting motor to rotate. This type of
activation is called a positive shift.
When the engine begins to run, the overrunning
clutch of the pinion drive prevents damage to the
armature. Damage to the armature is caused by
excessive speeds. The clutch prevents damage by
stopping the mechanical connection. However, the
pinion will stay meshed with the ring gear until the
ignition switch is released. A spring in the overrunning
clutch returns the clutch to the rest position.

14 SENR9977
Systems Operation Section
i02247913
Fuel Injection
g01131813
Illustration 11
Flow diagram of the fuel system
(1) Fuel injectors
(2) Fuel transfer pump and secondary fuel
filter
(3) Primary fuel filter and water separator
(4) Fuel return lines
(5) Fuel lines
(6) Fuel tank
(7) Fuel injection pump
The 1104C electronic engine is equipped with a
Bosch VP30 fuel injection pump. The fuel injection
pump is an axial piston distributor injection pump that
is controlled by the Electronic Control Module (ECM).
The axial piston distributor injection pump generates
injection pressure for all cylinders in a single pump.
The fuel injection pump is responsible for the
distribution of fuel to the fuel injectors. The injection
pressure is generated by an axially moving piston.
The movement of the piston is parallel to the fuel
injection pump shaft.

SENR9977 15
Systems Operation Section
When the engine is operated, the fuel is pulled from
the fuel tank (6) through the primary fuel filter/water
separator (3) by the fuel transfer pump (2). When the
fuel passes through the water separator, any water
in the fuel will go to the bottom of the bowl. The fuel
transfer pump is equipped with a secondary fuel filter.
From the fuel priming pump, the fuel passes through
the fuel supply line to the fuel injection pump (7).
The fuel injection pump sends fuel through the high
pressure fuel lines to the fuel injectors (1). The fuel
injectors spray atomized fuel into the cylinders.
The fuel injection pump needs fuel for lubrication. The
precision parts of the pump are easily damaged. The
engine must not be operated until the fuel injection
pump is full of fuel. The system must be primed when
any part of the system is drained of fuel. The fuel
system needs priming when a fuel filter is changed,
and/or when a fuel line is removed, and/or when the
fuel injection pump is replaced.

16 SENR9977
Systems Operation Section
Fuel Injection Pump
g01132091
Illustration 12
Schematic of the Bosch VP30 fuel injection pump
(1) Speed/timing sensor
(2) Electronic control unit (ECU) for the fuel
injection pump
(3) Fuel transfer pump
(4) Fuel solenoid valve
(5) Distributor plunger
(6) Fuel injector
(7) Delivery valve
(8) Cam plate
(9) Roller
(10) Timing advance mechanism
(11) Timing solenoid valve
(12) Fuel transfer pump
(13) Pressure regulator
(14) ECM
(15) Cam ring
The fuel injection pump has the following operations:
•Delivery
•Generation of high pressure
•Distribution and injection
•Timing and control
•Shutoff
•Control

SENR9977 17
Systems Operation Section
Delivery
g01132094
Illustration 13
Center view of the Bosch VP30 fuel injection pump
(16) Fuel transfer pump
Fuel is supplied by the head pressure of the priming
pump. The fuel enters the fuel transfer pump (16) of
the fuel injection pump. The fuel transfer pump is a
vane pump. The transfer pump is driven by the fuel
injection pump shaft. The pump supplies a constant
amount of fuel to the interior of the fuel injection
pump. The revolution of the transfer pump is directly
relatedtot
he speed of the fuel injection pump shaft.
g01132095
Illustration 14
Fuel transfer pump for the Bosch VP30 fuel injection pump
(17) Pump housing
(18) Cam ring
(19) Outlet passage
(20) Rotor
(21) Vane
(22) Inlet passage
The rotor (20) rotates inside the cam ring (18). The
ring is firmly attached to the pump housing (17). The
vanes (21) are pressed against the ring by centrifugal
force. The fuel flows through the inlet passage (22)
then into a recess in the pump housing.
The eccentric position of the rotor is relative to the
cam ring. A volume is created between the vanes,
the rotor, and the cam ring. The fuel is transported
by the eccentric position. The eccentric position is
relative to the rotor and the outlet passage (19).
The fuel is transferred to the outlet passage into the
distributor plunger. The volume of the fuel is reduced
between the inlet passage and the outlet passage.
This creates pressure before the delivery to the
distributor plunger.
The quantity of fuel increases as the speed of the
engine increases. Increased engine speed increases
the delivery pressure of the fuel. The pressure inside
the pump is limited by a pressure regulator. The
pressure regulator controls the fuel pressure. The
fuel forces the valve spring open and the fuel flows
back into the inlet passage from the inside of the fuel
injection pump.
Generation of High Pressure
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Illustration 15
The distributor rotor and the cam plate of the Bosch VP30 fuel
injection pump
(23) Cam ring
(24) Cam plate
(25) Roller
(26) Head of the distributor
(27) Distributor plunger
(28) Springs
The fuel comes from the outlet passage of the fuel
transfer pump. The high pressure is generated
by the axial movement of the distributor plunger.
The cam plate is driven by the fuel injection pump
shaft. The cam plate has four cams. The number of
cams corresponds to the number of cylinders of the
engine. The cams on the cam plate run on the rollers.
The rollers are fixed on the cam ring. The rotating
movement and the lifting movement of the cam plate
makes the generation of high pressure.

18 SENR9977
Systems Operation Section
The cam plate moves the distributor plunger toward
the head of the distributor (26). The high pressure is
created by a decrease in the volume between the
distributor plunger and the head of the distributor.
The cam plate is pressed to the ring by two springs
(28). This brings the distributor plunger back to the
original position. The fuel solenoid valve closes the
high pressure volume.
Distribution and Injection
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Illustration 16
The rear view of the Bosch VP30 fuel injection pump
(29) Fuel solenoid valve
(30) Delivery valve
(31) Timing solenoid valve
The distribution of fuel to the injectors takes place
through the rotating movement of the distributor
plunger. The fuel solenoid valve meters the amount
of fuel by the following operations:
•Time of closure
•Duration time
•Start of injection
•Amountoffuel
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Illustration 17
Delivery of fuel from the open delivery valve
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Illustration 18
Delivery valve in the closed position
The delivery valve ensures that the pressure waves
do not allow a reopening of the injector . The pressure
waves are created at the end of the injection process.
The valve cone is lifted by the fuel pressure.
The fuel is forced through the fuel line to the injector.
The delivery ends and the fuel pressure drops. The
valve spring presses the valve cone onto the valve
seat. The reopening of a fuel injector has a negative
effect on emissions.
Timing
Retarding of the fuel injection is the direct relationship
between the start of injection and the position of the
piston. The timing compensates for the higher RPM
of the engine by advancing the start of injection.

SENR9977 19
Systems Operation Section
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Illustration 19
Timing advance for timing mechanism (side view and top view)
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Illustration 20
Timing retard for timing mechanism (side view and top view)
The timing advance or the timing retard of the fuel
injectionpumpisshowninthefollowingsteps:
1. The ECU sends a signal to the timing solenoid
valve.
2. The timing mechanism is triggered by the timing
solenoid valve.
3. The timing solenoid valve changes the pressure in
the timing mechanism.
4. The timing mechanism changes the position of
the cam ring.
5. The cam ring changes the position of the rollers.
6. The rollers change the position of the cam plate.
7. The cam plate changes the timing of the fuel
delivery.
Control
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Illustration 21
Electronic control for the fuel system (typical example)
The ECU for the injection pump uses the command
from the ECM and the measured values from the
speed/timing sensor to actuate the fuel solenoid
valve.

20 SENR9977
Systems Operation Section
g01133212
Illustration 22
The timing wheel and the secondary speed/timing sensor
(32) Secondary speed/timing sensor
(33) Timing wheel
The ECU for the fuel injection pump is mounted on
the top of the pump. The ECU has a connection
totheengineECMandaconnectiontothe
speed/timing sensor. The ECU has a connection for
the two solenoid valves. The ECM functions as a
control computer. The ECU calculates the optimal
parameters from the ECM data. The fuel solenoid
actuates the valve accordingly.
The secondary speed/timing sensor in the fuel
injection pump determines the precise angular
position and the speed of the fuel injection pump
shaft. The timing wheel (23) is permanently
connected to the fuel injection pump shaft. The
secondary speed/timing sensor gets information from
the timing wheel. The sensor then sends electrical
impulses to the ECU. The ECU also uses the
information to determine the average speed of the
pump and momentary speed of the pump.
Note: The engine will not run if the secondary
speed/timing sensor fails.
The signal of the speed/timing sensor is constant.
Power command signals are routed over the CAN
data link from the engine ECM to the ECU on the fuel
injection pump.
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Illustration 23
Operating principle
(34) Angle of fuel delivery
(35) Lift of the cam
(36) Stroke
(37) Pulse for actuating the fuel solenoid
(38) Valve lift
(39) Angle of the speed/timing sensor
The amount of fuel is proportional to the stroke of
the piston. The effective stroke is proportional to the
angle of fuel delivery. A temperature compensation
takes place in the ECU. The compensation takes
place in order to inject the precise amount of fuel.
Shutoff
The engine shuts off by interrupting the fuel supply.
The engine Electronic Control Module (ECM)
specifies the amount of fuel. The fuel solenoid valve
is switched by the ECU on the fuel injection pump
to the zero fuel position.