DEGREE PROJECT IN MECHANICAL ENGINEERING, Bachelor of Science in Engineering 15 ECTS SÖDERTÄLJE, SWEDEN 2014

An Alternative Low-pressure Fuel System  Using an Electric Fuel Pump on a Wheel Loader

Carlos Rojas Tena Dany Madjid

SCHOOL OF INDUSTRIAL ENGINEERING AND MANAGEMENT DEPARTMENT OF APPLIED MECHANICAL ENGINEERING

An Alternative Low-pressure Fuel System

by

Carlos Rojas Tena Dany Madjid

Bachelor of Science Thesis TMT 2014:44 KTH Industrial Engineering and Management

Applied Mechanical Engineering Mariekällgatan 3, 151 81 Södertälje

Bachelor of Science Thesis TMT 2014:44

An Alternative Low-pressure Fuel System

Carlos Rojas Tena

Dany Madjid Approved

2014-06-26 Examiner KTH

Lars Johansson Supervisor KTH

Lars Johansson Commissioner

Volvo Construction Equipment Contact person at company

Anders Stomvall

Abstract The main scope was to develop an alternative low-pressure fuel system with an electric fuel pump on a wheel loader, which solves the problem appearing when refilling the fuel system. To obtain a deeper understanding of how to design the prototype, a comprehensive research was carried out regarding the control of the pump, where to mount the pump and the consequences of replacing the mechanical fuel pump. With the information acquired from the research, several concept ideas were developed. These concepts resulted in a new low-pressure fuel system, where the control solution consisted of a relay monitoring the electric fuel pump when the ignition was turned on. The mechanical fuel pump was modified in order to cease its interaction with the engine. The placement of the pump was in the same place as the replaced prefilter although using an interface attachment plate. The prototype was tested with the concepts implemented and the results showed that this new low-pressure fuel system was fully functional and in some aspects, better than the existing one.

Key-words Construction vehicle, Fuel system, Electric fuel pump

Examensarbete TMT 2014:44

Ett alternativt lågtrycksbränslesystem

Carlos Rojas Tena

Dany Madjid Godkänd

2014-06-26 Examinator KTH

Lars Johansson Handledare KTH

Lars Johansson Uppdragsgivare

Volvo Construction Equipment Företagskontakt/handledare

Anders Stomvall

Sammanfattning Syftet med projektet var att konstruera ett alternativt lågtrycksbränslesystem med en elektrisk bränslepump i en hjullastare. Detta för att lösa problemet som uppstår vid återfyllning av bränslesystemet. För att kunna modifiera det befintliga lågtrycksbränslesystemet, krävdes en omfattande faktainsamling kring styrningen av den elektriska bränslepumpen, pumpens placering samt följderna av att byta ut nyckelkomponenterna. Med den insamlade informationen kunde ett antal koncept utvecklas. Dessa koncept resulterade i ett nytt lågtrycksbränslesystem, där styrningslösningen bestod av ett relä som kontrollerade elektriska bränslepumpen när tändningen slogs på. Den mekaniska bränslepumpen modifierades för att bryta dess samspel med motorn. Monteringen av den elektriska bränslepumpen gjordes på den plats där förfiltret suttit. Installationen möjliggjordes med en gränssnittsplatta. Prototypen testades med koncepten implementerade och resultatet visade att det nya lågtrycksbränslesystemet var funktionsdugligt och i vissa sammanhang bättre än det befintliga systemet. Nyckelord Anläggningsmaskin, Bränslesystem, Elektrisk bränslepump

   

Preface    We would like to thank our supervisor Anders Stomvall at Volvo Construction Equipment in Eskilstuna, who has been very helpful and given us useful knowledge through the whole project. We also want to thank our supervisor at the institute, Lars Johansson, who also has contributed with helpful guidance in order to achieve our objectives. Robert Grann, for being an organizational help and guideline for us throughout the project, which was much appreciated. Lastly, we would like to thank the department CE42140 for their support during the project.

   

   

Table  of  contents   1. Introduction ........................................................................................................... 1

1.1 Background ............................................................................................................................. 1 1.2 Purpose .................................................................................................................................... 1 1.3 Goals ........................................................................................................................................ 1 1.4 Delimitations .......................................................................................................................... 2 1.5 Requirements Specification .................................................................................................. 2 1.6 Financing ................................................................................................................................. 2

2. Research ................................................................................................................. 3 2.1 WLO L60F ............................................................................................................................. 3 2.2 Engine Deutz D6E .………………………………………………………..……………………...…………3  2.3 Fuel System ............................................................................................................................. 3 2.4 Electrics ................................................................................................................................... 5

2.4.1 Alternative Power Sources ............................................................................................ 5 2.4.2 Alternative Ignition Dependent Signals ..................................................................... 6 2.4.3 Control Solution ............................................................................................................. 6

2.5 Consequences of the Modifications .................................................................................... 7 2.5.1 Requirements for the Alternative Low-pressure Fuel System ................................ 8 2.5.2 Driving Belt and Mechanical Fuel Pump ................................................................... 8 2.5.3 Placement of the Pump ................................................................................................. 9

3. Development of concepts ..................................................................................... 11 3.1 Control Solution .................................................................................................................. 11 3.2 Mechanical Fuel Pump Mock-up ...................................................................................... 13 3.3 Attachment Plate ................................................................................................................. 13

4. The New Low-pressure Fuel System .................................................................... 15 4.1 The Alternative Low-pressure Fuel System with an Electric Fuel Pump ................... 15 4.2 Electric Schematic ............................................................................................................... 16 4.3 Installation of the Cabling .................................................................................................. 17 4.4 Mechanical Fuel Pump Mock-up ...................................................................................... 19 4.5 Attachment Plate ................................................................................................................. 20 4.6 Cost ........................................................................................................................................ 21 4.7 Construction of the Prototype ........................................................................................... 22

5. Results .................................................................................................................. 23 5.1 Tests ....................................................................................................................................... 23 5.2 Test Results ........................................................................................................................... 24

Test 1 ....................................................................................................................................... 24 Test 2 ....................................................................................................................................... 24 Test 3 ....................................................................................................................................... 25 Test 4 ....................................................................................................................................... 26 Test 5 ....................................................................................................................................... 26

6. Conclusions .......................................................................................................... 27 7. Discussion ............................................................................................................ 29

7.1 Electric Fuel Pump vs Mechanical Fuel Pump ............................................................... 29 7.2 Future Prospects of the Electric Fuel Pump ................................................................... 29 7.3 Cost ........................................................................................................................................ 30 7.4 Improvement Targets ......................................................................................................... 31 7.5 Recommendations ............................................................................................................... 32

   

8. References ............................................................................................................ 33 9. Appendix ................................................................................................................ I

A1 - Current vs. Pressure for the Electric Fuel Pump ........................................................... I A2 - Water Separator Drawing ................................................................................................. II A3 - Electric Fuel Pump Purchase Order .…………………………………………………….………..III A4 – Electric Fuel Pump Data ................................................................................................ IV A5 – Opposing Connector Drawing to the Electric Fuel Pump ......................................... V A6 – Fastening Bracket ............................................................................................................ VI A7 – Electric Fuel Pump Drawing ....................................................................................... VII A8 – Interface Attachment Plate ......................................................................................... VIII

     

       

   

Glossary     15A Ignition-dependant voltage feed via RE16 on the circuit board 15EA Ignition-dependent voltage feed via RE13 on the circuit board 30A Battery feed via the main fuse FU70 on the circuit board AE Advanced Engineering A Ampere

Deutz D6 Six-cylinder engine made by the German engine manufacturer Deutz, which is used in smaller VCE vehicles

DF10 Signal on the connector DF on the circuit board connected to 15EA E-ECU Engine Electronic Control Unit EFP Electric Fuel Pump Fail-safe A function which will prevent any harm in the event of failure Fully functional WLO being able to operate as usual, although lacking failure

preventing systems GND Ground Hand-priming pump Mechanical hand-pump used to refill the fuel system after a filter

change km Kilometres LPH Litres per hour MFP Mechanical fuel pump Micron Unit used to measure the diameter of a filter hole 1 micron = 1 µm Mock-up A full-size model used for demonstration and provides at least a

part of the functionality of the original part N/A Not available Partition wall Wall to separate the engine compartment from the cooling fan

   

Pre-filter Water separator with an integrated hand-priming pump located above the fuel tank

PROSIS Database containing all types of information regarding VCE’s

products and components Prototype Low-pressure fuel system with an electric fuel pump as the key-

element    Rail The engine’s fuel rail, which works as a high-pressure accumulator

and stores high-pressured fuel. Return line Lines used to return non-used fuel back to the fuel tank SEK Swedish currency SW control Switch control Tier 3/stage IIIA Exhaust emission standard, which meets a specific government

legislation VCE Volvo Construction Equipment Water-in-fuel sensor Sensor placed on the bottom of the bowl of the prefilter/electric

fuel pump, which indicates if the fuel inside the bowl contains water and is in need of being drained.

WLO Wheel Loader                        

 

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1.  Introduction    1.1  Background  Today’s low-pressure fuel system in VCE’s vehicles using Deutz engines, including pavers, excavators and wheel loaders among others, consists of a hand-priming pump and a mechanical fuel feed pump. The two main problems with the fuel system in these vehicles appear when changing the fuel filter and when the vehicle is stationary over the weekend. The filter change has to be done approximately every 500 operating hours, which is roughly about 30,000 km of truck driving. The consequence followed by the filter change is that the fuel lines are drained, resulting in a need to refill the low-pressure system with the hand pump by pumping 300 times in order to start the vehicle. The problem with the vehicle being stationary over the weekend is that the fuel system lacks enough fuel, due to air in the fuel lines, to start with ease, causing cranking problems which can damage the starter motor in long terms (Stomvall 2014).  

1.2  Purpose  The purpose of this thesis project was to examine whether it would be possible to replace the mechanical fuel feed pump in VCE’s vehicles with an electric fuel feed pump. As this was a technical investigation regarding a future AE-project it was partly to examine if any difficulties would appear when running the applied prototype. Part of this project was also to investigate whether the development of conceptual control strategies could improve features and performance of the engine system.

1.3  Goals  The goals set for this thesis project were to do the following:

• Design an alternative low-pressure fuel system with complete schematics using an electric fuel feed pump as the key-element.

• Install and test the alternative low-pressure fuel system on a WLO, making it fully functional.

• Enable a refilling of the low-pressure fuel system after a filter change, that is easier than the present.

• Design a switch control to refill the fuel system when turning the ignition on. • Perform a global analysis and outline the future prospects regarding electric fuel

pumps used in construction vehicles.

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1.4  Delimitations  In this project the choice of fuel pumps was not completely optional, meaning that probing the market for alternative suppliers was not taken under consideration since one business partner to VCE was preferred. Seeing as time was not accessible to comprehend the hardcoded software in the E-ECU, software changes associated with the control of the EFP were excluded. Also an examination of long term driving with the alternative low-pressure fuel system was excluded due to lack of time.

1.5  Requirements  Specification  This section contains a list of the requirements for this alternative low-pressure fuel system.

• The fuel system’s electric fuel feed pump shall initiate when the ignition is turned on.

• The prototype’s components should withstand a maximum temperature of 85 °C.    

• The electric fuel feed pump shall have a constant fuel flow, independent of the engine’s speed, when it is turned on.  

• The electric fuel pump has to be powerless when the main switch is turned off.

 

1.6  Financing  Volvo Construction Equipment covered the costs throughout the project, including material and manufacturing costs.  

       

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2.  Research  As the tests for this project were decided for a WLO, the research was gradually divided from the vehicle and its relevant fuel system components to power and control sources for the EFP. Since the solution for this project required a modification of the existing fuel system, a deeper insight regarding the fuel system and its key-elements was necessary. Along with the modifications required, three main subjects appeared which needed to be considered in order to make a fully functional alternative low-pressure fuel system. The considered subjects were: a control solution for the EFP, the placement of the pump and the interaction between the MFP and the engine.

2.1  WLO  L60F  The reason for testing this low-pressure fuel system with an electric fuel feed pump on a WLO is because it, unlike excavators, articulated haulers and pavers e.g., has variable operating cycles and is therefore a much more interesting vehicle to test this on. In this project the proposed solution was intended to be applicable with other VCE vehicles using Deutz engines, e.g. the aforementioned. However the tests and prototype were only made in a WLO L60F considering this was an eleven weeks technical investigation and time was not accessible (Stomvall, 2014).

2.2  Engine  Deutz  D6E The F-series wheel loaders, L60F-L90F in the stage IIIA, are equipped with Deutz D6E engines. The D6E is a six-cylinder diesel engine with turbocharge, direct injection and intercooler (PROSIS, 2014). The engine consists of six essential systems: the engine coolant, cooling air, combustion air, exhaust gas, lube oil and the fuel system (Deutz, 2011). The latter is of greater importance for this project and is thoroughly explained in the next section.

2.3  Fuel  System    The fuel system is divided into two pressure systems with the following components in each system, see figure 1: Low-pressure system: 1. Fuel tank 2. Hand priming pump 3. Prefilter with water trap 4. Water-in-fuel sensor (WIF) 5. Mechanical fuel feed pump 6. Main filter 7. Fuel feed pressure sensor 8. Fuel Control Valve (FCV) 9. Return line

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High-pressure system: 1. High pressure pumps. 2. Fuel rail 3. Rail pressure sensor 4. Pressure relief valve (PRV) 5. Injectors, 6 pcs. 6. Return line

Figure 1 – Function diagram for the existing fuel system. Low-pressure system The main purpose of the low-pressure system is to store and feed the high-pressure pumps with filtered fuel. Since diesel always contains soiled particles and is normally contaminated it is an obligation for the fuel system to be equipped with filters (Cumminsfiltration, 2014).

Using a mechanical fuel feed pump the fuel is transported from the fuel tank through the prefilter which separates the fuel from water, only allowing diesel to pass through. After

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passing through the prefilter the fuel is transported into the mechanical fuel feed pump. This MFP is mounted on the engine and is belt-driven by the alternator belt, meaning that fuel is only supplied when the engine has started and the flow is dependent on the engine speed. The mechanical fuel feed pump increases the fuel pressure to nearly 7 bar and pumps it to the main filter, which filters the fuel, making it exquisitely free from soiled particles before entering the FCV (Fuel Control Valve). The FCV’s main functions are to control the fuel pressure in the high-pressure system and distribute the fuel into the high-pressure pumps (PROSIS 2014a; Stomvall 2014). High-pressure system When the fuel reaches the high-pressure pumps, the fuel pressure will be increased to approximately 2000 bar by the high-pressure pumps and then transported through the rail to the injectors. The increased pressure improves the ignition and combustion within the engine (PartInfo,  2014). The adequate amount of fuel injected into the combustion chamber, through the injectors from the rail, is controlled by the E-ECU. Excess fuel will then be transported back to the fuel tank, through the return line (PROSIS, 2014a).  

2.4  Electrics  To provide the EFP with power and be able to control it with the ignition, possible power sources and ignition dependent signals were investigated as well as cable types, areas and lengths.  

2.4.1  Alternative  Power  Sources  When searching for the power source needed to feed the pump, the alternator and the starter motor were considered as options, due to their high current support. However, these two sources are powered after the ignition, making them unqualified for this SW control solution (PROSIS 2014b). The WLO’s have two 12 V batteries in series, giving a total voltage of 24 V. These batteries can cope with a short circuit current of at least 2000 A, making the battery along with a fuse, a possible power source for the SW control solution to feed the pump (PROSIS 2014c). The battery has a power source called 30A on the circuit board inside the cabin. The source is in turn connected to the main switch, which controls the power supply to the electric components in the vehicle. Since the requirement was to have a power-less EFP when the main switch is off, the 30A source was used (PROSIS, 2014d).  

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2.4.2  Alternative  Ignition  Dependent  Signals  When examining the vehicle’s electric system regarding ignition dependent signals, two possible sources were found, 15A and 15EA. Both sources have a voltage of 24 V when the ignition is turned on. In order to determine an appropriate control signal for this prototype, from one of the two sources, the signals controlled by the 15A and 15EA had to be examined.

2.4.3  Control  Solution  An investigation showed that there were two control solutions for the EFP. One solution was based on a relay along with a fuse, where the relay monitoring the EFP is controlled by an ignition dependant signal. The other solution required profound software changes (Palmkvist 2014; Röör 2014). The latter was excluded in this project resulting in the relay-based solution. The EFP was monitored by a relay, which in turn was ignition controlled. When monitored by a relay, the pump could only be turned on and off, meaning that “on” would give the maximum fuel flow and “off” would give nothing. The considered solution required available space on the rail above the circuit board for a relay and a fuse, which was searched for. When determining the maximum ratings for the relay and the fuse, data regarding peak, nominal and continuous current was required. Since the peak current only appears for a short amount of time, a slow-acting fuse could be used in order to avoid using an excessively high rated fuse. As the nominal current was below the continuous current of 7 A, see appendix A1, it could be neglected. Based on the continuous current’s rating, a relay with a maximum current of 20 A and a fuse with a maximum current of 15 A, were required to avoid failure. Since the engine emits heat, the cable type required in the engine compartment must cope with an ambient temperature of approximately 85 °C. Table 1 shows the considered cable types with the maximum temperature for each kind according to the cable manufacturers.

Table 1 - Cable types considered in this project (Volvo Standards 1989; RADOX 2012). As for the cable areas, three areas were taken into consideration. Table 2 shows the considered cable areas for the cabling with the maximum current capacity.

Cable Type Temperature (°C)

R2 100

RADOX 125

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Cable Area [mm²] Current [A] 2.5 22 1.5 16 0.75 10

Table 2 – Cable areas considered for the cabling (Volvo Standards, 1989a). To estimate the cable lengths, a physical trial connection of the cabling was made from the cabin to the engine compartment of a WLO.

2.5  Consequences  of  the  Modifications  Research showed that only a removal of the mechanical fuel feed pump, would induce consequences in the vehicle as one of the engine’s driving belt circuits, see figure 2, containing the belt-driven MFP with integrated tensioner, would not function as intended without a belt wheel and tensioner.

Figure 2 – Driving belt circuit Consequently, the hand-priming pump and water separator would serve no purpose without the mechanical fuel feed pump and needed therefore to be removed as well. The replacer, an electric fuel feed pump which has a relatively poor suction ability in air, was needed to be mounted in a suitable place in order for it not to struggle (Stomvall 2014). The EFP’s technical requirements also needed to meet the requirements for the components it was replacing in the low-pressure fuel system. These three matters were needed to be taken into consideration in order for this alternative low-pressure fuel system to function in the WLO.

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2.5.1  Requirements  for  the  Alternative  Low-‐pressure  Fuel  System  As mentioned in the earlier chapter, the EFP is required to have at least the same specifications as the MFP and the prefilter in order for this fuel system to function properly in the vehicle. Meaning that the EFP needs a gauge outlet pressure of approximately 6 bar, a 10 microns suction side filter, see appendix A2, and need to be able to deliver a fuel flow of at least 270 lph at high rpm (PROSIS 2014e; Kola 2014). Therefore an EFP with an integrated water separator, Parker High Power Smart Pump, was ordered from Parker Hannifin, see appendix A3, and some of its specifications are mentioned below: Gauge outlet pressure: 7 bar Maximum fuel flow: 300 lph Inlet and outlet: M16x1,5 Suction side filter: 10 microns Since the inlet and outlet of the existing prefilter have the same dimensions as the ordered fuel pump, the same fuel lines and hollow screws could be used for the prototype. Complete data sheets of the EFP’s specifications can be seen in appendix A4 and A5. As the connector of the EFP was known, an opposing connector of the type TYCO GRAY -2 was ordered since it was not included with the pump, see appendix A5.

 

2.5.2  Driving  Belt  and  Mechanical  Fuel  Pump  Since the mechanical fuel feed pump is mounted on the engine and driven by the alternator belt, it is operating in direct interaction with the engine. Therefore a modification was required, to break the interaction between these components. Three possible changes were considered: removal of the MFP and utilization of a shorter driving belt, modifying the MFP thus making it work as a support wheel or building a mock-up of the MFP (Henblad 2014; Horst 2014). The driving belt circuit for the MFP consists, beside the aforementioned, of the coolant pump and alternator belt wheel. This driving belt circuit can not operate without a tensioner in the circuit. Since the MFP’s belt wheel has an integrated tensioner, the MFP could not be removed from the circuit thus eliminating the option of a shorter driving belt. In order to avoid using a shorter driving belt, an object replacing the MFP’s position in the driving belt circuit was required. This object should be a support wheel with the same location as the MFP’s. Thus no changes will be needed regarding the length of the driving belt.

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Any modifications of the existing mechanical fuel feed pump, for instance removing the gear wheel inside the fuel pump and making it work as a support wheel were not preferred. Since a modification of the existing MFP and the shortening of the driving belt were inappropriate, the mock-up solution was developed.  

2.5.3  Placement  of  the  Pump  In order to find an appropriate place for the EFP in the WLO’s engine compartment, i.e. a place with a proper area for installation and service, appropriate suction height and low vibrations, a deeper examine on this section was needed. Seeing that the fuel system is located on the left and rear part of the engine compartment these areas in particular were preferred when determining the placement of the EFP. Since an EFP needs to be as close as possible to the fuel tank, due to its relatively poor suction ability in air, the suction height was partly decisive for its placement in the vehicle. With the pump’s under pressure of 0.5 bar it can theoretically cope with a suction height of 5 m, however due to pressure drops in the fuel system and the fuel passing through filters it is slightly lower. Though it is recommended not to place any components requiring suction over the engine’s fuel rail, which is about 800 mm over the fuel tank’s top in VCE’s applications (Stomvall, 2014). The EFP’s water drain valve, which is located on the bottom of the bowl, requires at least 50 mm of space underneath it in order to facilitate filter changes and drain the pump from water. Meaning that it could not be placed on the top of the fuel tank nor the frame around 180 mm above it. This means that the EFP only can be placed vertically within a range of approximately 200 mm to about 800 mm over the fuel tank. The vehicle’s movement and vibrations were also important factors to consider when determining the placement of the EFP. As the WLO is being driven its components and chassis are set to motion which sets certain natural frequency requirements on them. Components which are chassis mounted have lower vibrations than components mounted on other segments (Stomvall, 2014). Seeing that key components in the current fuel system, such as the prefilter, hand priming pump and MFP, needed to be removed, it left even more room available in the engine compartment. The spot where the prefilter is mounted today is within the approximate height range and is also chassis mounted.

   

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3.  Development  of  concepts  This chapter consists of the developing process of the three considered concepts which together became the final prototype. The three concepts were: the control of the EFP, the MFP’s interaction with the engine and the attachment of the EFP.  

3.1  Control  Solution  To be able to control the pump with the ignition, the control signal to the pump had to be connected to one of the key-feed signals on the circuit board. Since the starter motor requires high current at the starting moment, less important components such as radio and lights are turned off during the booting sequence, in order for it to receive as much current as possible. One of these signals was the key-feed signal labelled as P1 on the circuit board, connected to the 15A source, which at first was considered as a possible control source. Seeing as P1 has a voltage of 0 V during the booting sequence, it was unqualified for this control solution. The E-ECU however, is a component connected to the 15EA source which has a voltage of 24 V when the ignition is on as well as during the booting sequence. The DF and DE connectors on the circuit board have pins connected to the E-ECU (Kola, 2014a). Since the voltage is 24 V, the signal pins on the DF and DE connectors will receive current for as long as the ignition is turned on. One signal from the DF and DE connectors could therefore be used to control the pump. An available pin on one of the connectors was preferable, however none vacant was found. This could be solved by splicing in a cable from the relay into one of the DE or DF pins, which in turn are connected to the 15EA. A possible schematic of the control solution can be seen in figure 3, tables of pin connections and maximum ratings are listed in table 3 and 4.

 

Figure 3 - Electric schematic for the control solution in the early stage, with the signal connectors found on the circuit board.

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 Connections Pins Connect the voltage feed from 30A to the fuse and a cable from the fuse to the relay input 30

30

Connect the output 87 on the relay to pin 4 on the electric pump 4 Connect the 15EA via DF/DE to relay input 86 86 Connect the output 85 from relay to ground 85 Connect pin 1 on the electric pump to ground 1 Connect pin 6 on the electric pump to DF/DE 6

Table 3 - Pin connections to the relay’s input and from the relay’s output.

Table 4 - Cable areas for the signal cables and the voltage feed cable.

Table 5 - Maximum ratings for the electric components used. Placement of the cabling As seen in table 1, R2 was a suitable option for this prototype. Since this was a prototype, an external cabling could be placed outside the cabin. However, because of the prototype remaining for a longer period, the cabling could be installed inside the cabin, drawn through the cabin hole into the engine compartment. As the current in the signal cables, seen in table 2, never is more than 10 A, a cable area of 0.75 mm² was chosen for the signals. A cable area of 1.5 mm² was chosen for the remaining cables, as the current reaches higher ratings.

Connections Cable area [mm²] 30A to fuse (+) 1.5 Fuse to relay (+) 1.5 Relay to pump (+) 1.5 Electric fuel pump to ground (GND) 1.5 Relay 85 to ground (signal) 0.75 DF/DE to electric fuel pump (signal) 0.75 DF/DE to relay input 86 (signal) 0.75

Component Maximum voltage rating Maximum current rating

Battery 24 V N/A Electric pump 24 V 15 A Fuse N/A 15 A Relay 24 V 10/20 A

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3.2  Mechanical  Fuel  Pump  Mock-‐up  The solution of the existing MFP’s interaction with the engine was solved by a mock-up of the pump. This solution would consist of a housing with attached spacers for the precise distance to the belt circuit, a belt wheel to fit the driving belt and bearings inside the housing for the belt wheel to rotate as a support wheel. It was necessary for the support wheel to be in the exact axis of the MFP’s belt wheel to avoid interaction with the engine’s driving belt circuit.  

3.3  Attachment  Plate  The bracket holding the prefilter is welded to the partition wall and could be used together with an attachment plate to fasten the electric fuel pump. An interface plate with the same hole dimensions and distance between their midpoints as the bracket and the fuel pump was therefore needed, see appendix A6. Since the EFP’s hole dimensions and distance between their midpoints were known, see appendix A7, a fastening device with these requirements was prepared in order to mount the pump with the existing prefilter bracket. This object had the function of a physical interface between the EFP and the WLO chassis.

   

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4.  The  New  Low-‐pressure  Fuel  System  This chapter contains the outcome of the concepts outlined in chapter 3, which together resulted in an alternative low-pressure fuel system with an EFP as the key-element.  

4.1  The  Alternative  Low-‐pressure  Fuel  System  with  an  Electric  Fuel  Pump  The alternative low-pressure fuel system with an EFP, consisted of the following components: 1. Fuel tank 2. Electric fuel pump with an integrated water separator 3. Water-in-fuel sensor (WIF) 3. Main filter 4. Fuel feed pressure sensor 5. Fuel Control Valve (FCV) 6. Return line

Figure 4 - Function diagram for the alternative fuel system using an electric fuel feed pump.

ECU

Pback, max < 1,2 bar

Pmin > 0,5 - 1,0 bar

Pmax = 5-7 bar

Psystem = 300 - 1600 bar

Rail

ECU: Electronic Control UnitFCV: Fuel Control ValvePRV: Preussure relief valve

Pressure sensor

Injector

PRV

HP-pump

FCVMainfilter

Electric fuel pump with prefilter/water separator

Pressure sensor

MO

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As a comparison to the existing low-pressure fuel system, seen in chapter 2.3, the number of components has decreased due to the installation of the EFP with an integrated water separator, see figure 4. Using an electric fuel feed pump, the fuel is transported from the fuel tank to the electric fuel feed pump, passing through its water separator where the fuel is filtered and the pressure is increased to approximately 7 bar. The fuel is then driven to the main filter. Having passed the main filter, the filtered fuel enters the FCV and the high-pressure system, where the function is the same as specified in chapter 2.3.

4.2  Electric  Schematic    In this prototype, the relay-based solution was used to control the EFP. In order for the solution to work, the 24 V signal from the ignition, must always provide the coil in the relay with current, during the booting sequence as well. Therefore, a cable from the relay had to be spliced into a pin on one of the DE or DF connectors. Seeing as the installation was strategically installed with short cables inside the cabin, pin 10 on the DF connector, DF10, was spliced together with the cable going to input 86 of the relay, because it was the closest pin to the cabin hole leading to the engine compartment. Since the rail above the circuit board was occupied, an additional rail was placed behind the driver seat for the fuse and relay. The cable type used in the whole cabling for this prototype was R2. As for the cable areas, two areas for the cables were chosen: 0.75 mm² for the signal cables and 1.5 mm² for the remaining, see table 4. Function The DF10 is provided with 24 V via 15EA and is therefore connected to the same node as the +24 V signal on the pump. These two signals are then connected to pin 86 on the relay. As the ignition is turned on, DF10 draws current and a signal is sent to the EFP, turning it on. The coil inside the relay will draw current when DF10 is provided with 24 V, closing the switch inside the relay. The EFP then receives current from the 30A source, via the pin labelled 30 on the relay and 87 to the pump. The EFP is then grounded as can be seen in figure 5. Seeing as the continuous current for the EFP was 7 A, a fuse that can withstand twice as much as the continuous current’s rating, 15 A, was used. This was done to ensure that it would always protect the cable from high current peaks. As for the control of the pump, it was desirable for the relay to cope with a current of at least 7 A. Therefore a 10/20 A relay was used.

17    

Figure 5 - Complete electric schematic for the control solution used.  

4.3  Installation  of  the  Cabling  The cabling for this prototype was strategically installed both inside the cabin and the engine compartment to avoid unnecessary long cables, which may cause electric disturbance. The relay and the fuse were placed on the additional rail behind the driver seat. Proceeding from this rail, two cables were drawn to the relay’s input and two from the relay’s output. The key-feed signal, DF10, and the cable approaching from the 30A source, also on the circuit board, via the fuse, were connected to the relay’s input. The two cables connected from the relay’s output were drawn to ground and the EFP as can be seen in figure 6.

18    

Figure 6 - An overview of the electric connections on the circuit board to the EFP’s connector. To protect the cables from getting damaged, the cables were placed inside a protecting cable hose and tied to the fuel pipes with cable ties, just before and after entering the engine compartment, through the cabin hole, see figure 7.

Figure 7 - An overview of the engine compartment in the WLO used, with the alternative low pressure fuel system.

G N D

Key-feed signal

+24 V

Ground (GND)

Relay 10/20 A Fuse

15A Rail

30A

DF10

19    

4.4  Mechanical  Fuel  Pump  Mock-‐up  The manufacturing costs of the parts needed for the MFP mock-up solution would exceed the costs for an actual MFP, resulting in the purchase of a spare MFP from VCE’s stock (Hultman, 2014). This pump, unlike the existing one on the vehicle, could be modified to serve as a support wheel only. As mentioned in the section 2.5.2, the MFP’s gear wheel needed to be removed for the belt wheel to rotate without damaging the pump due to lack of lubrication. The existing fuel pump was therefore replaced with a modified one see figure 8.

Figure 8 - Mechanical fuel pump with removed gear wheel and sealed inlet and outlet.

 

     

20    

4.5  Attachment  Plate  Based on the bracket’s and EFP’s fastening holes, the attachment plate had two matching holes for each object in order to enable an attachment with bolt screws between these three parts, as seen in figure 9.

Figure 9 - Assembly between the bracket, attachment plate and electric fuel pump. As the thickness of the prefilter bracket is 3 mm, see appendix A6, the attachment plate could theoretically have the same thickness and material as the bracket and still withstand the exertions of the vehicle (Lange 2014; Stomvall 2014). This is to avoid the EFP from coming loose when the WLO is being operated. However, as the installation would remain for a longer period, the thickness of the steel attachment plate was chosen to 6 mm, see appendix A8, to ensure that the prototype would run without any difficulties in the future. The attachment plate was coated with yellow, according to the VCE design guidelines, in order to withstand corrosion.          

21    

4.6  Cost  The approximate components cost for this whole prototype was 9894 SEK. The actual cost for each component can be seen in table 6 and the components in figure 10.

Figure 10 - The components used in this project. Component Cost per unit (SEK) Electric fuel pump 8800 Connector to electric fuel pump 0 Mechanical fuel pump mock-up 600 Attachment plate 429 Cabling 52 Fuel line 13 Total sum 9894

Table 6 - The actual cost per unit and total cost for this prototype. However these prices can be significantly reduced when ordering a larger amount of units.      

22    

4.7  Construction  of  the  Prototype    A WLO L60F was booked in advance along with a mechanic to install the prototype and a test engineer to drive and perform the tests on the vehicle. In order for VCE to examine long term driving with this alternative low-pressure fuel system installed, an approval was granted for this installation to remain as long as possible. To be able to install this alternative low-pressure fuel system in the WLO, the existing one needed to be modified along with some circuit board connections and additional cablings. The low-pressure fuel system modifications are briefly summarized below. The prefilter and hand-priming pump were dismounted from the attachment bracket along with the MFP, leaving loose fuel lines and a slack driving belt. Thereafter the mock-up of the MFP was mounted on the engine and the driving belt was stretched using the tensioner. Lastly the EFP was mounted with the interface attachment plate on the prefilter bracket and its inlet was connected to the loose fuel line from the fuel tank. The EFP’s outlet was connected with a separate fuel line directly to the main filter. As for the electrical connections, the chosen key-feed signal, DF10 on the circuit board, was occupied by an other cable going to the E-ECU, resulting in a splicing of the existing cable with the additional cabling to the EFP. The additional cabling was placed inside the cabin and was drawn to the engine compartment inside a protecting cable hose. In order to verify whether this new low-pressure fuel system would function at least as well as with an ordinary WLO, a reference drive was made. Meaning that a specific test cycle was driven on VCE’s test track with the vehicle in its original state, i.e. with the mechanical fuel feed pump, hand-priming pump and the prefilter intact, and thereafter the same test cycle with the electric fuel feed pump installed. This was to compare the measurements of the fuel pressure and torque at a certain rpm for instance. The tests with the WLO in its original state were performed with a faulty pressure sensor, meaning that the measurements obtained were invalid. This error was however noticed after the installation of the new low-pressure system. Since this prototype is going to remain until further notice, the tests were done on an other WLO L60F to be able to make a comparison.

   

23    

5.  Results  

5.1  Tests  The test cycle performed with the WLO consisted of these five tests: Test 1 Refilling the fuel system after a filter change – the refilling time was

measured. That is the time it takes for each priming pump to refill the low-pressure fuel system and build up the pressure.

Test 2 Idle test without gear, at varying rpm – the vehicle was running at idle

as the rpm was increased. Data of the fuel pressure, torque and temperature were noted at varying rpm, in order to check for deviating peaks and determine the performance of the electric fuel pump, at idle running engine.

Test 3 Idle test with gear, at varying rpm - the same measurements were done

as in test 2, however with a gear on. Test 4 Driving up a steep hill – the WLO was driving up a steep hill, to gain

data regarding peaks, maximum fuel pressure, torque and temperature. Test 5 Everyday workflow – the WLO was tested in an everyday environment at

different scenarios. Meaning for instance to plough, dump and drive up and downhills with load in the bucket. During all these scenarios, the fuel pressure, torque and temperature were verified in order to determine any differences.

   

24    

5.2  Test  Results  

Test  1    The refilling of the low-pressure fuel system test was carried out differently depending on the priming pump used. The hand-priming pump required hundreds of strokes in order to refill the low-pressure fuel system. This procedure takes approximately 30 minutes (PROSIS, 2014f). The EFP however required a key turn to start, and the refilling took approximately 18 seconds as seen in figure 11.  The Y-axis indicates the fuel pressure and the X-axis the time in seconds.

Figure 11 - Graph showing the time it takes to refill the fuel system with the electric fuel feed pump.

Test  2  The idle tests without a gear on were almost identical with both fuel feed pumps.    

25    

Test  3  The idle test with a gear on with the MFP demonstrates how the fuel pressure, which is the green curve, decreased with increased engine speed, which in this test is the red curve. As seen in figure 12, the fuel pressure at idle speed was 5.88 bar and was decreased to approximately 5.79 bar at the highest rpm, 2150. The maximum fuel pressure, 5.94 bar, was at an engine speed of 1300 rpm.

Figure 12 - Graph showing the fuel pressure in relation to engine speed for the mechanical fuel feed pump. The EFP had similar characteristics to the MFP, i.e. decreasing fuel pressure, yellow curve, with increased engine speed, purple curve, however with a higher maximum and minimum rate of the fuel pressure. As shown in figure 13, the maximum fuel pressure was 6.24 bar, at idle speed and the minimum fuel pressure was 5.96 bar at 2150 rpm.

Figure 13 - Graph showing the fuel pressure in relation to engine speed for the electric fuel feed pump.

26    

Test  4  The driving up a steep hill test was only a functionality test, which the EFP passed with similar results to the MFP.

Test  5    The everyday workflow test was the last functionality test, which yielded similar results to the MFP.            

27    

6.  Conclusions  In this project a prototype alternative low-pressure fuel system was installed in a WLO, replacing key elements such as the mechanical fuel feed pump and hand-priming pump, with an electric fuel feed pump. This resulted in a fully functional prototype fuel system which was followed by an easier refilling of the low-pressure fuel system after a filter change, with a simple key-turn. One of the main project goals was to investigate whether this prototype could be possible to implement on a WLO without any difficulties. The results proved that in this early functional test it was possible to operate the WLO as usual, with some exceptions. In order to control the electric fuel feed pump, two concepts were considered. The concept used was a relay along with a fuse, which was controlled by a key-feed signal on the circuit board. This key-feed signal controlled the electric fuel feed pump’s on and off function with the ignition. Since the EFP delivers a constant fuel flow of 300 lph when the ignition is on, it is not dependent of the engine’s condition and will run even though an accident has occurred and the engine has stopped running. For future development a CAN bus monitoring should be used to control the EFP, enabling the pump to receive the engine’s fuel requirements and allowing it to deliver a non-excessive amount of fuel, thus reducing costs and increasing durability. The EFP was mounted on the same place as the dismounted prefilter. However, to enable the assembly, an attachment interface plate made of steel was used which could withstand the tensions from the WLO. The tests with the prototype showed that it worked similarly to the existing low-pressure fuel system, and in some aspects even better, thus eliminating the need of a more powerful pump for future references. This prototype installation will remain on the WLO until further notice in order to investigate long term driving. The prototype is however not allowed to be operated outside the VCE area due to it lacking a fail-safe function.    

   

28    

   

29    

7.  Discussion  

7.1  Electric  Fuel  Pump  vs.  Mechanical  Fuel  Pump  In the functionality tests seen in chapter 5.2 the EFP had in some aspects better results than the existing MFP. The characteristics of both fuel feed pumps were similar to each other, only that the EFP always had a higher average fuel pressure. Meaning that it automatically has an acceptable fuel pressure as it outruns the reference in these tests. As for the refilling of the low-pressure fuel system, not only did it take almost half an hour less for the EFP but the procedure was also less physically exhausting than with the MFP. This shows that an EFP could be used as a fuel feed pump in VCE’s vehicles, however with needs of modifications in terms of control. The mechanical fuel pump, is belt-driven and dependent on the engine speed, as mentioned in chapter 2.3, meaning that the fuel flow is increased in relation to the engine’s rpm. Considering that the engine’s fuel flow requirements are lower than the actual flow delivered, an over dimensioned fuel feed at the higher rpm is a fact (Stomvall 2014). This means that the fuel consumption with the mechanical fuel pump is much higher than needed. Despite the benefits with the EFP in this prototype such as: higher fuel flow, higher fuel pressure, only runs when needed, i.e. not engine dependent and does not have to be engine mounted, the drawbacks outweigh the benefits. The greatest drawbacks are the cost, possible electric interferences and shorter durability. However if the EFP’s monitoring is optimized, the electric interferences will be minimized and the durability will be improved. Seeing as the MFP is less expensive, it is currently the best option in the low-pressure fuel system.

7.2  Future  Prospects  of  the  Electric  Fuel  Pump  Seeing as the construction vehicle industry is traditional, there is a degree of scepticism towards electronics. Although it has become apparent that electrification is becoming a trend in this industry as the development of construction vehicles is heading towards hybrids (Swärdh, 2014). Manufacturers as John Deere and SDLG have already started implementing electric fuel pumps in their construction vehicles seeing as there are several benefits with the EFP (Yang 2014; Stomvall 2014). The construction vehicle industry is large and with the electrification getting more common in these vehicles, EFP manufacturers are improving their range to fit this market. In approximately five to ten years the electric fuel pumps could be developed enough to conquer the MFP in the future construction vehicles (Swärdh 2014; Baumann 2014).      

30    

7.3  Cost  Seeing as this was a technical investigation the components were bought as single units, meaning that the cost for each item was significantly higher than it would be if larger batches were ordered. In the case of a future investment in an alternative low-pressure fuel system using an EFP, the production costs will be lower. The EFP, which is undoubtedly the most expensive component in this prototype, may be reduced in terms of price to approximately 2000 SEK per unit, after a discussion with the pump manufacturer Parker Hannifin. As for the other components of the prototype, their costs will be reduced as well. Table 7 shows that the estimated costs for the alternative low-pressure fuel system, in case of production, will be reduced by 76 % if comparing to the prototype cost of 9894 SEK. Component Production cost per unit (SEK) Electric fuel pump 2000 Connector to electric fuel pump 2 Support wheel 100 Attachment plate 200 Cabling 50 Fuel line 13 Total Sum 2365

Table 7- The production cost for this prototype. If both low-pressure fuel systems are compared to each other in terms of production costs, it shows that the alternative low-pressure fuel system is slightly higher. Component Existing low-pressure fuel

system (MFP) Alternative low-pressure fuel

system (EFP) Fuel feed pump 600 2000 Connector for fuel pump 0 2 Support wheel 0 100 Cabling 0 50 Pre-filter & priming pump 350 0 Total Sum 950 2152

Table 8 - A comparison between the existing low-pressure fuel system and the alternative system, regarding costs. As seen in table 8, the alternative low-pressure fuel system is 1202 SEK more expensive than the existing one. The user-feasibility and quality is however improved with the alternative low-pressure fuel system. As it is not sure that VCE has the possibility to increase the costs in relation to the market’s cost increase, the price for a WLO can not be raised in this assumption, even though the low-pressure fuel system is controlled with an EFP and can facilitate the everyday workflow. This would mean that VCE would make a loss of 1202 SEK per sold WLO. However, since this prototype is user-friendlier for the

31    

operators, it will satisfy the customer as well as it could enhance the purchase rates of the vehicles in long terms. This loss could then be regained within a smaller amount above the average sales quantity.

7.4  Improvement  Targets  For future references, the following improvements should be done for the final proposal to become more profitable: The EFP used in this prototype delivered a constant fuel flow independent of the engine’s speed. This function was only used to test the prototype and to verify whether the fuel system would function with an EFP as the fuel feed pump. As the EFP is a smart pump, i.e. a pump with a built in microcontroller chip, the monitoring can be optimized by CAN bus signals, reducing the fuel consumption as well as being able to control the fuel pressure. It can be programmed to deliver the optimum amount of fuel according to the engine’s fuel requirements. In this case the engine is always provided with enough fuel to manage any driving sequences without an over dimensioned fuel usage, which improves the EFP’s durability by running efficiently. An estimated cost reduction calculation for VCE’s customers was done, with regards to how much the fuel consumption would be reduced with one WLO if a CAN bus was used to monitor the EFP. Assuming a fuel reduction of 0.5 % and a L60F consuming a fuel tank of 219 litres per day. Estimated calculation: Fuel volume consumed per week: 1095 litres. Diesel cost: 14 SEK/litre (Sweden) 1095*14 *0.005 = 76 SEK. Meaning that the costs could be reduced by 76 SEK per week. The cost reduction for a year, 48 weeks, would therefore be: 48*76 = 3648 SEK/vehicle A customer with 10 vehicles would then save more than 36000 SEK/year. Another concept that could be applied is programming the E-ECU to initiate the EFP to build up and maintain the fuel pressure to 3 bar as long as the ignition is turned on, as this pressure is enough for the starter motor to initiate. Consequently the engine starts and the EFP builds up the pressure to 6 bar. To avoid having an interface plate between the EFP and an attachment bracket on the partition wall, a new attachment bracket could be made with dimensions suitable for the EFP’s fastening holes, reducing the costs and increasing solidity.

32    

7.5  Recommendations  If considering VCE’s core values: Quality, Delivery, Cost and Feature, the production cost for the alternative low-pressure fuel system will be slightly higher than the original. However the feature and quality values will be satisfied as well as the cost value concerning the fuel consumption. Implementing the improvement targets mentioned in section 7.4, the alternative low-pressure fuel system would be beneficial for the customers and is therefore recommended.          

33    

8.  References    Baumann, Keith (2014). Director OEM Sales, Airtex Products [Accessed: May 2014] Cumminsfiltration (2014). Americas Brochures. Page 1-3. Available at: http://www.cumminsfiltration.com/pdfs/product_lit/americas_brochures/LT32599_01.pdf [Accessed: 2014-04-20] Deutz (2011). Emission Related Installation Manual, page 4-5. Available at: https://bilda.kth.se/courseId/10137/node.do?id=21999173&ts=1397131301029&u=2065558330 [Accessed: 2014-04-20]  Henblad, Peter (2014). Design Engineer, VCE [Accessed: April 2014] Horst, Peter (2014). Design Engineer, VCE [Accessed: April 2014]  Hultman, Roger (2014). Consultant, Tools Momentum AB [Accessed: May 2014] Kola (2014). Mechanical fuel pump drawing. Available at: Kola Volvo, Document Number: 20980695 [Accessed: 2014-04-10] Kola (2014a). Circuit board 15EA connections drawing. Available at: Kola Volvo, Document Number: 15193725 [Accessed: 2014-05-20] Lange, Mark (2014). University Lecturer, KTH [Accessed: June 2014] Palmkvist, Lennart (2014). Consultant Electric Engineer, VCE [Accessed: April 2014] PartInfo (2014). Common Rail Diesel Overview. Page 13. Available at: http://www.partinfo.co.uk/articles/127 [Accessed: 2014-04-20] PROSIS (2014). Engine description. Available at: PROSIS/Service/Descriptions/Products/WLO/L60F/Engine with mounting and equipment/General/General, engine installation and its function/Engine, description [Accessed: 2014-05-14]

34    

PROSIS (2014a). Fuel system description. Available at: PROSIS/Service/Descriptions/Products/WLO/L60F/Engine with mounting and equipment/Fuel System/Fuel system description) [Accessed: 2014-04-24] PROSIS (2014b). Alternator description. Available at: PROSIS/Service/Descriptions/Products/WLO/L60F/Electrical system/Alternator/General, common info about 321-322/Alternator 80A [Accessed: 2014-05-15] PROSIS (2014c). Battery description. Available at: PROSIS/Service/Descriptions/Products/WLO/L60F/Electrical system/Battery/General, common info about 311-313/Battery description [Accessed: 2014-05-16] PROSIS (2014d). Electrical system - cable and component designations. Available at: PROSIS/Service/Descriptions/Products/WLO/L60F/Electrical system/CABLE; FUSE; RELAY/General, common info about 371-379/Cable and component designations [Accessed: 2014-04-18] PROSIS (2014e). Fuel feed pump specifications. Available at: PROSIS/Service/Specifications/Product/WLO/L60F/Engine with mounting and equipment/Fuel system/Fuel pump/Fuel feed pump specifications [Accessed: 2014-05-18] PROSIS (2014f). Fuel system bleeding. Available at: PROSIS/Service/Manual/Products/WLO/L60F/Engine/Fuel System/Fuel system bleeding [Accessed: 2014-05-15] Röör, Jorma (2014). Electric Engineer, VCE [Accessed: April 2014] RADOX (2012). Maximum temperature. Page 14. Available at: http://www.ecables.com.au/wp-content/uploads/2012/FR%202009%20Catalogue.pdf [Accessed: May 2014] Stomvall, Anders (2014). Fuel System Expert, VCE [Accessed: April-June 2014] Swärdh, Jimmy (2014). Key Account Manager, Parker Hannifin AB [Accessed: May 2014] Volvo Standards (1989a). Parts for electrical installations, page 13. Volvo Standards (1989). Parts for electrical installations, page 10. Yang, Shaolu (2014). Service Employee, SDLG [Accessed: May 2014]

     I  

9.  Appendix  A1  -‐  Current  vs.  Pressure  for  the  Electric  Fuel  Pump

Cu

rre

nt

vs

Pre

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@ 2

8V

DC

Park

er

Pro

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ety

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on

fid

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No

t D

istr

ibu

te3

Est.

Cu

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t

     II  

A2  -‐  Water  Separator  Drawing  

     III  

 A3  -‐  Electric  Fuel  Pump  Purchase  Order    

     IV  

A4  –  Electric  Fuel  Pump  Data  

Pro

toty

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     V  

A5  –  Opposing  Connector  Drawing  to  the  Electric  Fuel  Pump    3

REVISIONS

0 PLC

1 PLC

2 PLC

3 PLC

4 PLC

ANGLES

OFSCALE

SHEET

REV

NAME SIZE

CAGE CODE

DRAWING NO

DIMENSIONS:

TOLERANCES UNLESS

OTHERWISE SPECIFIED:

DWN

CHK

APVD

MATERIAL

FINISH

PRODUCT SPEC

APPLICATION SPEC

WEIGHT

PLTR

DATE

APVD

DWN

DESCRIPTION

42

1

D B AABC

C

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ALL RIGHTS RESERVED.

RELEASED FOR PUBLICATION

CCOPYRIGHT

THIS DRAWING IS UNPUBLISHED.

1471-9 (3/13)

A2RESTRICTED TO

THIS DRAWING IS A CONTROLLED DOCUMENT.

TE Connectivity

1 2 3

Customer Drawing

776434

AJ GRAFF

13JUN00

R. GREINER

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03JAN02

2:1

11

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108-

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114-

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C2REVISED PER ECO-11-005030

12MAR2011

RKHMR

DREVISED PER ECO-13-019168

05DEC2013

DRRB

REF

TYP

4.50

26.65

0.50

24.60

0.20

47.55

0.60

MAX WITH TPA

IN PRE-STAGED POSITION

16.00

REF

5.30 REF

6 PLC

2.00

REF

2.65

PART NUMBER

TPA COLOR

776434-1

RED

776434-2

GRAY

776434-3

YELLOW

MATERIAL: 15% GLASS FILLED THERMOPLASTIC

COLOR: BLACK

MATERIAL: 15% GLASS FILLED THERMOPLASTIC

COLOR: (SEE TABLE)

MATERIAL: SILICONE

COLOR: MARINE BLUE

776434-1 SHOWN

WIRE SEAL

CAP TPA

776434-2

SCALE

2:1

SCALE

2:1

COMPANY LOGO

SECTION

A-A

CAP HOUSING

CAP COVER

776434-3

SCALE

2:1

3

2

1

1

2

3

1

1

     VI  

A6  –  Fastening  Bracket  

             

     VII  

A7  –  Electric  Fuel  Pump  Drawing    

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USED

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     VIII  

A8  –  Interface  Attachment  Plate    

 

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