EC240B Update

From this chapter, we are going to handle about the engineering change or product improvements.

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New I-ECU

New I-ECU is introduced for commonality.

With the New I-ECU changes, electric circuit changes took place at the same time.

CHW Serial no. 11716~

SHA Serial no. 30136~

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Machine information system change

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System layout change

1. A/C switch moves to RH control box.

2. Emergency, Auto/Manual and 1-2 pump select switch move to LH control box.
3. Hour-meter is located at LH control box.
4. No flow control switch. Flow setting will be done at I-ECU.

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Electronic control system overview

Programable I-ECU added.

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V-ECU input and output

Many input signal was directly connected to instrument panel for old system.
Now those signals go to V-ECU, which sends information to I-ECU.

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E-ECU Electric circuit

Boost pressure/temperature sensors are now combined into one sensor and oil pressure sensor has been
changed.

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Control circuit

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IECU

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Old instrument panel circuit

Many signal lines are connected to instrument panel.

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New I-ECU circuit

New I-ECU uses only 10 pin connector because I-ECU use the communication line for various signal.

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Power on-off procedure

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Indicator operation

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MCD operation

Screen 1 is shown after machine is equipped with X1 option and programmed with VCADS Pro.

Screen 2 is shown when you select hammer or shear position at the hammer & shear select switch.

At screen 3, when you push those 2 buttons at the same time, Display will be changed to screen 6 for time
setting.

If screen 4 displays 30 min., you can restart engine without password in 30 minutes after stop the engine.

Screen 5 is not hour-meter. You can reset to 0 if you want by pushing check button.

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X1 flow setting

You can select any number from 30 to 500 at flow setting screen.
But if you select number that is larger than actual maximum flow, the set value will not be changed as you
select.

For example, if you select 240 at EC210B, the set value will be changed to 200.

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Pop-up indicator

This is not a warning but just indication of activation.

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Code lock

Available password should be composed of 0,1,2,3 only.

Ex) 3201 (O), 2967 (X)

1. Parameter programming with VCADS Pro

2. After programming, first Key on
3. V-ECU failure case
4. I-ECU failure case

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Error message-ECU

Error messages regarding to computer

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Error message-Communication and electric system

Error messages regarding to communication line

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Error message-Hydraulic system

Error messages regarding to hydraulics

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Error message-Engine-1

Error messages regarding to engine

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Error message-Engine-2

Error messages regarding to engine

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Start circuit-Old

Machine serial no.

CHW: 10001~12264
SHA: 30001~30153

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Start circuit-New alternator

New alternator and old instrument panel.

Machine serial no.

CHW: 12265~12507
SHA: 30154~30177

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Start circuit-New alternator and New I-ECU

New alternator with new I-ECU

Machine serial no.

CHW: 12508~
SHA: 30178~

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Alternator change

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Safety start relay change

During the air bleeding procedure from fuel line, we need more cranking time to start engine. But new
alternator produces a little bit higher voltage at the terminal L. This deactivate safety relay and interrupt
start motor. To prevent this, we add the time delay function at the safety relay.

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X1 circuit improvement

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X1 circuit - Old

This is X1 option circuit animation for hammer and shear.

Click the Hammer shear selection SW, Joystick button, 2-pump selection SW,
and hydraulic lines as you want. By clicking them, their position and color will be changed. For Zoon
-in(out) use keyboard +/- button. For returning to original view press keyboard R.

- Machine is equipped with 2-pump flow option.

Complain:
1. When operator select 1 pump flow, Option attachment stops during the swing operation.
Because there is no parallel circuit between swing and option spool.

2. When operator select 2 pump flow, Boom up function is slow or stop during the crusher operation.
Because the operating pressure for crusher is lower than boom-up.

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X1 circuit-New

X1 circuit is updated to prevent the complain of previous page.

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X1 components

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D7E engine application

In order to meet higher level regulation(Tier-3, EURO-3), advanced D7E EBE3 engine is applied to
excavator. Major change is focused on reducction of emission & noise.
Because of this, electronic control system, cooling system is also changed.

And the hydraulic system adopts the proportional control on X1 & X3 system.

Serial No.
D7E:80001~
D7D:10001~

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Changed item overview-1

1. Engine
- D7E EBE3(focused on Emission & Noise)
- Common Rail Direct Injection
- IEGR(Jacobs system)
- Waste gate at turbo
- Open crank case ventilation

2. Water separator
- Water in fuel sensor
- Fuel warmer for cold start(option)

3. Fuel filter
- Fuel pressure sensor(low)

4. Engine oil filter

5. New EECU(EMS2)

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Changed item overview-2

1. New expansion tank

2. Hydraulic motor for fan
3. Radiator
4. CAC(Charge Air Cooler)
5. Hyd. oil cooler
6. Aircon condenser
7. Pump for fan drive
8. Proportional relief valve
9. Fan motor

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Changed item overview-3

1. New elec. distribution box

(Relay, Diode, Resistor for manual control, Fuse)
2. EECU(EMS2)
3. Block heater socket
4. Engine oil filter
5. Washer
6. New elec. box
7. Wiper controller
8. DC-DC converter
(Old: 2EA, New:1EA)
9. Relay preheater
10. Circuit breaker(80A)
11. Circuit breaker(140A)

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Changed item overview-4

1. PWM valve for X3

2. Rotator valve
3. Joystick(Proportional)
4. PWM valve for X1

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Changed item overview-5

1. Diesel heater
2. Fuel pump for diesel heater

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Changed item overview-6

1. Fuel filler pump location change

2. Straight travel pedal(New)

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D7E application-Engine

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Engine specification

Machine with D7E EBE3 has new serial number started with 80000 and will cover EU & NA region.

Type: 4 cycle, Diesel, Turbo charged, Air to Air After cooled

No.of cylinder : 6 vertical in line type
Max. Power(fan not in operation):138kW(188PS) @ 1800 rpm
Max. Torque: 870 Nm @ 1350 rpm
Bore X Stroke: 108mm X 130mm
Governor type: EMS2
Fuel injection: Common Rail Direct injection
Displacement: 7146cc
Emission : Tier3

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Main components

1.The most advanced Volvo engine controller, EMS2, will be utilized to provide the highest level of
electronic features and to enhance reliability.

2.The IEGR(Jacobs system) creates a small second exhaust valve lift. This extra lift feeds exhaust gases
back into the cylinder during the inlet stroke.

3. Common Rail
Whereas in conventional diesel engines injection pressure is generated for each injector individually, a
common rail engine stores the fuel under high pressure in a central container (common rail) and delivers it
to the individual injectors on demand. Benefits of common rail injection are reduced noise levels, stronger
performance, improved emission control and greater efficiency.

4.The new high-pressure solenoid diesel fuel injector.(BOSCH-CRIN 2nd Generation Injector)

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External view(1)

1. Cam speed sensor

2. Coolant temp. sensor
3. Solenoid(IEGR)
4. Boost press. & temp. sensor
5. Unit injector
6. Rail pressure sensor
7. Engine oil press. sensor
8. Fuel control PWM valve(MPROP)

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External view(2)

1. Engine oil level & temp. sensor

2. Crank speed sensor
3. Fuel pressure(Low) sensor
4. Water in fuel sensor
5. Ambient air temp. & press. sensor
6. Coolant level sensor
7. Fuel feed pump

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Electric circuit

CNED: intermediate connector to EMS

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Wire harness

This describes the wire harness on the engine.

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Fuel line

In conventional diesel engines injection pressure is generated for each injector individually. A direct
injection engine based on the common rail principle separates the two functions pressure generation and
injection by first storing the fuel under high pressure in a central container ("common rail") and delivering
it to the individual injection valves (injectors) only on demand. This way an injection pressure of up to
1,600 bar is available at all times, even at low engine speeds. The high pressure produces a very fine
atomisation of the fuel leading to better and cleaner combustion. Moreover, the fuel supply is not
dependent on the engine revolutions but can be optimised independently. The time and duration of
injection is not fixed (as in older conventional engines) but can be chosen independently for every
operation point in order to optimise combustion and emissions. In modern common rail systems injection
is split into several individual injections: pre-injection, main injection and post-injection.

Benefits of the common rail principle compared to conventional engines are lower engine noise levels,
stronger performance and greater combustion efficiency leading to lower emissions and enhanced fuel
economy.

Picture text: 1: Manual feed pump

2: Pre filter & water separator
3: Fuel feed pump 4: Fuel filter
5: Fuel pressure sensor(low)
6: Fuel control unit (PWM)
7: High pressure pump
8: Rail 9: Rail pressure sensor
10: Max. pressure limit valve
11: Injector
12: Thermostat valve
L: Heater power M: Heater ground
N: Water probe feed O: Water probe signal
Injector

The main injector components are:

Hole-type nozzle(c), hydraulic servo-system(b), solenoid valve(a).

The forces required to open and close the nozzle needle cannot be generated by the solenoid valve on its
own. The nozzle needle is therefore indirectly triggered via a hydraulic force-amplification system.

1. Injector closed
With the solenoid valve closed, the complete chamber volume and the rail are at the same pressure. The
nozzle needle is forced against its seat by a spring.

2-1. Solenoid ON
When the solenoid valve opens, fuel flows from the valve control cavity and into the fuel return.The feed
throttle prevents complete pressure equalization, and the pressure in the cavity drops.

2-2. Start of injection

Hydraulic servo spool move up side and the excess pressure in the chamber volume overcomes the spring
force and lifts the needle so that injection can start.

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Rail

1. High pressure storage of injection system

2. Rail contains pressure relieve valve(a) and rail pressure sensor(b).
3. Pressure relief valve
- Pressure relieve valve is a mechaninical safety device, which opens at 1950(-100) bar and protects the
system concerning over pressure caused by any malfunction.
-If opened the rail pressure remains in the range of 650 - 850 bar (dependend on speed and load). The
engine keeps running but if necessary with decreased performance (limp home mode)
-Under usual conditions the DBV will not open during engine operation.
4. Rail pressure sensor
- Input variable for rail pressure controller
- If any malfunction is detected the ECU may force the pressure relief valve to open by putting over
pressure onto the system.

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 A B

A
B

C
C

Fuel control unit (FCU)

FCU controlles filling of high pressure pumps. It is just delivered as much as needed to reach or keep the
rail pressure set-point.

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IEGR(Jacobs system)
NOx reduction solution is provided by Internal Exhaust Gas Recirculation (IEGR) which is altering engine
valve lift. Jacobs IEGR reduces peak combustion temperatures and, therefore, reduces the formation of
Nitrogen Oxides (NOx) to levels acceptable to meet upcoming emissions standards.

Picture text: A: IEGR Solenoid

B: Control valve
C: Slave piston
D: Master piston
E: Connection passage
F: Bleed hole(1mm)
IEGR operation
1. IEGR consists of a solenoid valve, control valve, and master and slave pistons. These components are
assembled into a housing. When the solenoid is de-energized, the control valves move down and the high-
pressure oil is released through the tops of the control valve bores.
2. When the brake is activated, the solenoid allows oil to pass to the control valve. The control valve
moves up and the check ball in the control valve is unseated, allowing oil to fill the master/slave piston
circuit.
3.The oil pushes the master piston out, and when rocker motion pushes the master piston back, high
pressure is created which seats the check ball in the control valve.
4.Continued rocker motion causes the high-pressure oil to move the slave piston. The slave piston motion
causes the exhaust valves to open. As the rocker moves back down, the master piston follows, and the
slave piston moves up, allowing the valves to close again, ready for the next cycle. These cycles continue
as long as the brake solenoid is energized.

Picture text: 1: IEGR Solenoid

2: Bleed hole(1mm)
3: Slave piston
4: Master piston
5: Intake rocker arm
6: Exhaust rocker arm
7: Control valve
8: Oil supply line(2~5 bar)
Valve lash adjustment
1.Before adjusting the valve clearance, remove the IEGR unit first. (a)Install the crankshaft rotating tool.
(b)Make No.1 cylinder to be overlapped. (c)Adjust the valve marked black as shown in the next page.
(d)Rotate crankshaft 360 degree. (e)Adjust the valve marked black as shown in the next page.
2. Install the protractor disk. Turn the adjusting screw clockwise till making contact with valve and then
turn the adjusting screw counter-colockwise up to the descripted angle. (f) Inlet: 90 degree, (g)Exhaust:
150 degree. Tighten the lock nut(1).
3. After adjusting inlet and exhaust, reassemble the IEGR unit. When reassembling, replace the o-ring on
the connection pipe between two IEGR valve blocks. Now the No.6 piston is in overlapped condition.
(a)Adjust IEGR piston on the cylinder 1, 3 and 5 first and then (b)turn the crank shaft 360 degree and
(c)adjust the cylinder 2, 4, 6 accordint to following procedure.
Install the clearance adjusting disk. Turn the adjusting screw(2) of the slave piston clockwise till making
contact with valve and then turn the adjusting screw counter-colockwise up to 144 degree. Tighten the
lock nut(1).

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Cooling system

D7E engine cooling system has new expansion tank. The cooler is divided into radiator and CAC.

A: Pressure cap (Opening pressure: 75kPa)

B: Sensor water in fuel

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D7E application - Electric system

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VECU input & output

1. Fan speed control PWM (Variable speed)

2. Start lock function
3. Travel speed circuit

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Control system circuit (D7EEBE3)

EC240B 80001~
E-ECU: EMS2

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Start circuit

- Start lock system change

- New main relay
- Circuit breaker

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Engine & Pump control spec

Pump is changed due to the change of engine rated rpm.

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Engine & Pump control spec

Because of pump change, power shift current value is changed.

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Power supply to E-ECU

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Start lock system

Safety start relay is removed.

Start lock relay will be off when:

- wrong password
- Safety lever up
- engine running
- for 6 second after engine start
- for 2 second after engine off

If Auto/Maunal switch is at Manual, the power for start lock relay will be supplied by Auto/Manual switch.

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Travel speed control

Function is same but electric circuit is chaged.

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Cooling system control

V-ECU controls fan speed according to the input from hydraulic oil temperature sensor, coolant
temperature, Boost air temperature. VECU calculate each coefficient Keng, Kh, Kcac and choose maximum
value for fan control.

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Proportional relief valve

This valve is inverse proportional valve. As the current goes up, 2ndary pressure drops down.

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Fan motor

There is a check valve to prevent motor from cavitation.

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X1 proportional control

a) When lifting up the safety lever and selecting hammer position,

Only 1 PWM valve will be used for single acting.

b) When lifting up the safety lever and selecting shear position,

2 PWM valve will be used for double acting.

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X3 On-Off & Proportional control

a) When using the 3 button type joystick and X3 Proportional control parameter is off,
Each PWM valve will receive 0mA or 700mA acting like on-off solenoid.

b) When using the slide switch type joystick and X3 Proportional control parameter is on,
Each PWM valve will receive the control current which is proportional to slide switch operation angle.

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Slide switch type joystick

VECU receives PWM output from joystick and supplies proper current to PPRV for X1,X3.

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PPRV for X1 & X3

Rated current : 700 mA

Coil resisatnace: 11.5 ohms at 20 Celcius degree

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DC-DC converter

Component & Circuit change

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Connector naming method change

The way of Connector tag naming is changed.

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D7E application - Hydraulic system

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Hydraulic circuit(Full-option)

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Hydraulic circuit(Basic machine)

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Hyd pump change

Main pump:
Displacement change from 115cc to 128cc due to engine max rpm reduction.

Gear pump:
two gear pumps are installed at engine PTO.

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Pump P-Q curve

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Servo system

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X1 circuit animation

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X1 circuit animation-New joystick

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X1 components

Layout changes of hydraulic components

26: Pilot block

60: Hammer, Shear select sol.
61: Shuttle block
63: X1 shuttle block
64: Flow control valve
69: 2-Pump flow select valve
70: Variable orifice
71: X1 2-pump flow cab(1)
72: X1 2-pump flow cab(2)
73: 2-pump select sol.
78: X1 PPRV
80: Thumb sol.(2-switch control)

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X3 rotator valve

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Straight travel pedal

Without operating two travel pedals (C) for straight travel, we can use only option pedal (B).

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