Common Rail Injection for CAT MaK Engines - iqpc. · PDF file3 Caterpillar Motoren GmbH & Co. KG, Stefan Haas Common Rail Injection for CAT MaK Engines Off-Highway Engines Conference,

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Caterpillar Motoren GmbH & Co. KG, Stefan HaasCommon Rail Injection for CAT MaK EnginesOff-Highway Engines Conference, Frankfurt/Main, 28 June 2011

Common Rail Injection for CAT MaK Engines

Stefan Haas

Engineering Supervisor Fuel Systems / Control & Monitoring

Caterpillar Motoren GmbH & Co. KG

Off-Highway Engines Conference

Frankfurt/Main, Germany

28 June 2011

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Content

Introduction

Systems Overview (Generation 1)

� Technical Data

� Mechanical System

� Electronical System

Performance Results

Operational Experience

� Examples

� Further Improvements

Future Developments (Generation 2)

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Introduction

Development of Caterpillar Common Rail - Why?

� Development of a fully flexible fuel injection system

� Part of a technology tool box for future products

� Enabling key objectives of upcoming products

� Maintain or improve current engine performance at morestringent emission levels (i.e. acceleration, fuel consumption, smoke reduction)

� Enable future power density increase

� Easy fuel system adaptation to different engine types, applications, emission technology, special customer needs

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ECA‘ s

Introduction

� NOx Emissions Legislation

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Time (Years)

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ECA‘sAverage Today

Introduction

� SOx Emissions Legislation

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Content

Introduction


� Technical Data



Performance Results


� Examples



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Technical Data

� Joint development of L‘Orange GmbH and Caterpillar Motoren GmbH & Co. KG for engine types M 32 and M 43

� Rated rail pressure: 1.500 bar

� Injection quantity per stroke at rated condition: 6.500 / 16.000 mm³

� Multi-shot capability (pre, main, post)

� All fuels acc. ISO8217 F-DMA up to ISO8217 F-RMK55

� Fuel temperature at pump inlet: 5 – 150 °C

� Typical fuel viscosity operating range: 2,5 – 16 cSt

� Maximum cold start viscosity: 145 cSt (F-RMK55 HFO at 80 °C)

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Safety Valve

Flow Limiter

Combination Valve

Connection to High Pressure Pumps

High Press. Line

Rail - Rail

Leak DetectionUnit

Mechanical System

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Core System• Injector booster• High pressure closed loopcontrol• Speed Timing Measurement

Performance System• Intake manifold pressure(Charge air)• Intake manifold temperature• Exhaust temperature• Turbine inlet temperature• Engine coolant temperature• Fuel rail pressure• Atmospheric pressure

Electronical System

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Content

Introduction


� Technical Data



Performance Results


� Examples



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Performance Results

Fuel Consumption

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Performance Results

Engine Behaviour

� Improved torque at lowerspeed and part loadcompared to standardcombinator curve

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Performance Results

Soot Emissions

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Content

Introduction


� Technical Data



Performance Results


� Examples



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Installation

� Parallel running on power grid

� Preheating and start ability on HFO

Fuel system reliability

� Mechanical parts (fuel types, operation regime)

� Electrics & Electronics (vibrations, fault identification)

� Fuel filtration

� Cleanliness


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Engine start ability in HFO mode

Extended customer requirement

� 20 sec from engine start to rated speed (Standard: 30 sec)

Modifications made on

� Fuel injection system preheating

� Software

Improvements achieved on

� Engine start ability from initially 28.5 sec to less than 20 sec

Operational Experience - Examples

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Engine start ability

� Engine start after 8.5 hrs standstill on HFO

� 0-600 RPM in approx. 18.6 sec

Blue: actual speed

Green: desired speed

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High Pressure Pump

� Seized pump elements due to formation of deposits

� Composition of fuels in use suspected

� Modifications on pump element introduced

� No further pump failures


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Injector

� Stable injector behavior over the entire lifetime

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Fuel filtration (to prevent sudden injector failures)

� Mesh size

� Specific filter load, especially under HFO conditions

Cleanliness during assembly / maintenance

� High requirements on procedures

Maintainability / servicability

� Fault finding, cable and pipe routing and fastening

Further Improvements

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Content

Introduction


� Technical Data



Performance Results


� Examples



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Further rail pressure increase

� For EGR technology to prevent smoke

� To improve full load fuel consumption

� Rail volume close to injector to enable higher pressuresmaintaining multi-shot capability

� Further fine tuning to improve NOx-fuel consumption trade-off

� To allow higher power densities

Low-sulphur-fuel capability increase


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Thank you for your attention!

Documents

Common Rail Injection for CAT MaK Engines - iqpc. · PDF file3 Caterpillar Motoren GmbH & Co. KG, Stefan Haas Common Rail Injection for CAT MaK Engines Off-Highway Engines Conference,