Engine CENTRY

System
 CENTRY Operation

 Centry is an electronic fuel

control system for the
construction, logging,
mining and agricultural
markets
 CENTRY Operation

 Centry will be used in

conjunction with PT (Pressure
Time) fuel system equipped
engines

 The PT system is a mechanical

system and is application
specific, meaning it is
calibrated for a specific
application

 The power, torque curves and

maximum RPM will be a
result of that unique
calibration
 CENTRY Operation

 PT fuel pumps can be

calibrated to meet a wide
range of application needs

 However today's applications

require specific as well as
flexible specifications for
speed control, torque and
power
 CENTRY Operation

 To full fill the need for

flexibility, Cummins has
introduced CENTRY

 CENTRY adds the benefits of

electronics to the simplicity
and dependability of the PT
fuel system to meet the market
demand for flexibility
 CENTRY Operation

 PT refers to the Pressure/Time

concept of metering fuel into
the injectors

 “P” refers to the PRESSURE

of the fuel

 “T” refers to the TIME

available for fuel under
pressure to be metered into the
injector cup
 CENTRY Operation

 In the PT system, the engine is

controlled by the metering of
the fuel into the injector cup

 The amount of fuel metered

into the cup per cycle is
controlled by these three
variables:-

 The injector FLOW AREA

 TIME
 FUEL PRESSURE
 CENTRY Operation

 The FLOW AREA is

determined by the calibration of
the injectors

 The injector calibration is

determined by the designated
parts that make up the injector

 The CPL (Control Parts List)

manual is a listing of the basic
engine parts, including the
injector assembly, which are
necessary to produce a given
level of engine performance
 CENTRY Operation

 Metering time is controlled by

the RPM of an engine

 Whilst the cam is on the IBC

(Inner Base Circle) the injector
plunger is retracted and allows
fuel to be metered into the cup

 The injector will continue to

allow fuel metering as long as
the cam follower remains on the
IBC

 As the cam starts to ramp up

onto the OBC (Outer Base
Circle, metering will end and
injection will begin
 CENTRY Operation

 For a given RPM the TIME is

constant and the FLOW AREA
is determined by calibration, this
leaves only fuel PRESSURE to
control the quantity of fuel
metered and injected per cycle

 Therefore the PT fuel pump

controls fuel PRESSURE

 CENTRY functions by
optimizing the PT pump fuel
PRESSURE
 CENTRY Operation

 Centry works by modifying

rail PRESSURE

 The maximum full load rail

PRESSURE output is
illustrated by this open throttle
fuel pressure curve

 It shows the fuel PRESSURE

supplied to the injectors at
various engine speeds with the
throttle wide open
 CENTRY Operation

 Notice that the maximum fuel

PRESSURE occurs at Rated
Engine Speed

 Fuel PRESSURE is lower at

Torque Peak
 CENTRY Operation

 Now lets see how fuel PRESSURE

relates to the Torque output of the
engine

 Torque is the twisting/turning

effort of the engine, it is the result
the downward force exerted on the
piston by the expanding
combustion gases

 At any given speed, the quantity of

fuel metered and injected per cycle
determines the amount of torque
developed

 The more fuel in the cup per cycle,

the more torque developed
 CENTRY Operation

 Here we have the TIME,

PRESSURE and Torque curves

 As engine RPM drops from rated

speed to torque peak speed, the
fuel rail pressure will decrease

 However at the torque peak

speed, the PRESSURE and
TIME combination allows the
greatest amount of fuel to be
metered than at any other engine
speed
 CENTRY Operation

 The maximum amount of

torque available can be seen
with this open throttle Torque
curve
 The curve rises to the
maximum at Torque Peak and
then drops to a lower level at
Rated Speed
 This illustrates the amount of
torque available if the engine is
lugged down from rated to
Torque Peak
 This rise in torque as the
engine speed lugs down is
referred to as the Torque Rise
 CENTRY Operation

 From the slide shown we can

see the Torque, Horsepower and
Fuel consumption curves

 Note that the lowest point on the

fuel consumption curve is in an
area between torque peak and
rated engine power

 CENTRY provides the ability to

operate the engine in this power
band where the engine delivers
the greatest power and fuel
economy
 CENTRY Operation

 Immediately beyond Rated

speed, the curve droops quickly
to High Idle

 The point at which the drop starts

is known as governor break

 The drop in the curve from the

governor break point to High Idle
is known as governor droop

 Governor droop is usually

expressed as a percentage. All of
these unique values are
determined by the calibration of
the PT pump
 CENTRY Operation

 So far we have only looked at

an open throttle (full load) rail
pressure curve

 There is also an open throttle

(no load) rail pressure curve

 The no load curve represents

the minimum amount of fuel
required to operate the engine
from idle to high idle
 CENTRY Operation

 CENTRY is an electronic fuel

control system. In this view we
can see the CENTRY unit
mounted on the top of the fuel
pump

 The CENTRY unit on the fuel

pump consists of an ECM
(Electronic Control Module) and
an EFC (Electronic Fuel
Control) valve and housing

 The shut down solenoid is

mounted on the EFC module or
on the engine block on KV
engines
 CENTRY Operation

 In the CENTRY system the

mechanical throttle shaft is
fixed in the fully open
position

 Thus the CENTRY electronic

fuel control (EFC) handles all
throttling of the engine
 CENTRY Operation

 Although the PT fuel pump

throttle is not functional with
CENTRY, the PT governor is
fully functional

 It provides the maximum limits

of the fuel curve

 CENTRY will control or limit

the fuel pressure up to this
maximum limit
 CENTRY Operation

 All fuel flow produced by the

PT pump is routed through the
CENTRY EFC module

 The CENTRY then assumes

complete control of the fuel
PRESSURE delivered to the
injectors
 CENTRY Operation

 Each engine application will

have a specific pump
calibration that determines the
maximum value and shape of
the fuel pressure curve

 With CENTRY the PT pump is

calibrated to provide a
PRESSURE curve that will
meet the maximum application
need

 CENTRY can modify this

curve in all areas to provide the
operating flexibility required
by the application
 CENTRY Operation

 Working within this PT

calibration, CENTRY is able to
modify the fuel pressure curve to
match the exact needs of the
application

 If the CENTRY calibration

exceeds the PT rail pressure
curve, the mechanical governor
controls maximum fuel pressure
until the calibration drops below
the PT rail pressure curve
 CENTRY Operation

 During normal engine operation,

the CENTRY ECM receives and
processes input signals from the
throttle and switches, engine speed
sensor and fuel rail pressure sensor

 After processing and comparing the

input information to the calibrated
parameters, the ECM then outputs a
signal to the EFC valve to throttle
the engine
 CENTRY Operation

 The ECM uses the throttle and

/or switch input signals to
determine the desired engine
speed

 After determining the desired

engine speed, the ECM then
looks at the signal from the
speed sensor to determine actual
speed

 If the desired and actual speed

are the same, the ECM makes
no change in its signal to the
EFC valve
 CENTRY Operation

 If the desired speed is different

from the actual speed, (operator
opens throttle), the ECM then
compares the actual speed with
request for increased speed to its
calibration data

 If the ECM determines the

additional speed is possible, it
looks at the input signal from the
fuel pressure sensor to determine
how much the rail pressure needs
to be changed in order to achieve
the desired speed
 CENTRY Operation

 The ECM then outputs a signal

to the EFC valve to increase
fuel pressure and engine RPM

 During the RPM transition the

ECM will monitor and compare
the system inputs to its
calibration and output signals to
the EFC valve allowing fuel
pressure to increase

 The ECM will stabilize and

maintain correct fuel pressure
for this requested RPM
 CENTRY Operation

 When the ECM is controlling the

fuel pressure to maintain a
specified RPM, (such as when
the intermediate speed option is
activated), the ECM will look at
the speed sensor signal to
determine the actual speed

 If the actual speed is different

than the calibrated speed, the
ECM will output a new signal to
the EFC valve to make a change
in the fuel pressure
 CENTRY Operation

 The CENTRY system will

sample its inputs, process the
information and then output a
signal to the EFC valve many
times each second

 Therefore many times per

second, the ECM can reposition
the EFC valve to modify the fuel
pressure in order to match the
exact needs of the application
 CENTRY Operation

 When a CENTRY option, such

as alternate torque, is activated,
the ECM recognizes the option
request and responds by
referring to a new set of
calibrated data

 Using the programmed data for

the option, the ECM is able to
reshape the fuel curve to match
the equipment needs
 CENTRY Operation

 Isochronous governing
with the PT system has
never been possible
without the aid of an
additional electronic
governor

 CENTRY however can

perform isochronous
governing at both high idle
and low idle
 CENTRY Operation

 Isochronous governing is
simply holding the engine
speed constant

 Remember the PT droop curve

from rated speed to high idle,
with isochronous governing,
there would not be a change in
RPM between rated and high
idle

 The fuel PRESSURE curve

would be indicated by a
straight line between these
points
 CENTRY Operation

 Here we see a PTO

application that has varying
loads but requires constant
speed input
 If we try to control the PTO
with a 10% droop governor,
each time the load is
increased, the PTO speed will
drop and not recover until the
load decreases
 With the isochronous
governor, there will be a short
drop in speed but the recovery
is very quick
 CENTRY Operation

 We’ve defined many of the

fuel system terms such as
Pressure, Time, Droop, High
idle and Isochronous
governing

 We’ll now take a look at

CENTRY features and
options that are set with the
calibration
 CENTRY Operation

 CENTRY can provide both

droop and isochronous
governing control at low
idle and high idle

 The governor control has a

droop adjustment that can
be set from 30 % droop
down to 0%. At 30%, the
governor has a slow or lazy
response, as the droop is
decreased, the governor
becomes more responsive

 At 0% governing is
isochronous
 CENTRY Operation

 The low speed governor droop

can be set from 0-30 %

 Governor droop at 0% will

provide isochronous control -
applications that require
constant idle speed

 Governor droop at a higher %

will provide more operator
feel - On a tractor an increase
in droop allows the operator to
sense the engine lugging down
and respond with the correct
amount of clutch pedal
pressure for a smooth start
 CENTRY Operation

 High speed governing can also

be set from 0-30%

 Setting the governor at 0% will

provide isochronous control,
for applications that require
constant speed control

 Like droop governing at idle,

high speed droop governing is
always used where the operator
must control the load through
feel
 CENTRY Operation

 CENTRY allows a droop

setting of up to 30%

 As you can see from the

illustration, the actual droop
slope will follow the
mechanical governor curve -
as long as the droop limit is
outside the mechanical
governor curve
 CENTRY Operation

 Governor droop is in effect

through the complete engine
RPM range

 If both low idle and high idle

speed governors are set for
0% droop (isochronous
control), governor control will
be 0% through the complete
engine range

 If they are both set to 15%,

that % will apply over the
RPM range
 CENTRY Operation

 Low idle and High idle

governor droop can be set at
different percentages

 If the Low idle governor is

set to 0% (isochronous) and
the High idle speed governor
set to 15% droop, the ranges
in between will have a
calculated average droop
between these two settings
 CENTRY Operation

 Start fuel control is a

CENTRY function that will
provide the correct amount of
fuel pressure during start up

 Not enough fuel during start

up can cause a hard start. Too
much fuel at start up will
produce unnecessary smoke

 CENTRY provides the correct

amount of fuel for starting
every time
 CENTRY Operation

 Controlling smoke is another

important issue

 The AFC (Air Fuel Control) is

a mechanical device that
utilizes intake manifold boost
pressure to control the fuel
flow during engine
acceleration

 The AFC controls smoke by

limiting the fuel flow to an
amount that is compatible with
the air pressure and air flow
supplied by the turbocharger
 CENTRY Operation

 As engine accelerates from low

idle, the fuel pressure is
influenced by three different
PT fuel pump components

 The first part is controlled by

the setting of the NO AIR
screw

 As boost pressure starts to

move the AFC valve spool, the
transition or delay in the fuel
pressure curve is controlled by
the ASA valve
 CENTRY Operation

 Boost pressure continues to

build as speed increases
therefore opening the AFC
valve

 The angle or slope of the

curve is now controlled by
the spring rate of the AFC
main spring
 CENTRY Operation

 The CENTRY smoke control

function provides three
adjustable parameters
 These allow additional
refinements to the fuel pressure
curve to further reduce
acceleration smoke where
necessary
 The NO AIR parameter sets
the first point or step in the
CENTRY fuel pressure curve
 The delay parameter sets the
second point
 CENTRY Operation

 The slope in the fuel pressure

curve between the NO AIR
(first point) and the Delay
(second point) is constant and
will not change regardless of
the NO AIR and Delay settings

 The spring rate parameter

determines the slope of the
pressure curve
 CENTRY Operation

 The OEM harness and controls will be different

for each application
 The OEM wiring harness connects to the
CENTRY harness at the two 9 pin OEM
connectors
 Certain OEM CENTRY controls are
mandatory, others are options that the OEM
can implement if desired

The following features can be implemented by the OEM

Alternate Torque Auxiliary Shutdown

Alternate Droop/Hi idle Coolant Sensor
Alternate Low idle Oil Pressure Sensor
Intermediate Speed Control Oil Temperature Sensor
Advantage Torque Output Signal
 CENTRY Operation

 In addition to the Auxiliary

output and Advantage option,
the OEM harness has three
inputs that can be used for
different CENTRY options

 The ECM can be configured to

operate with up to three
switched options or three
sensors
 CENTRY Operation

Options 1
•Intermediate Speed
•Alternate Droop Switch
•Alternate Torque
•Advantage Determined
 This slide shows the options that •Auxiliary Output at Calibration
are available and compatible in the
CENTRY system
Options 2
•Intermediate Speed
•Alternate Droop Switch
 The switched options and sensors •Alternate Low Idle
•Advantage Determined
can only be grouped as shown •Auxiliary Output at Calibration

Options 3 [Sensors]
•Oil Pressure Engine
•Coolant Pressure Engine Determined
•Oil Temperature Transmission at Calibration
•Advantage
•Auxiliary Output
 CENTRY Operation

 The switched options can be

operated by:-
Operator activated switch
System relay
By the OEM electronic
controller
 CENTRY Operation

 Utilizing the sensor options

allows the ECM to broadcast
these parameters on the data link

 The most common use of this

option would be for the
stationary power or unattended
applications

 These sensors will not cause the

engine to shutdown
 CENTRY Operation

 CENTRY can be configured to

operate with several types of
throttle devices
Foot pedal
Hand operated lever
Switch type throttles and
OEM control modules can be
used
 CENTRY Operation

 The auxiliary output can be

configured to work in
conjunction with the engine
over speed function

 If the engine is shutdown by the

over speed function, the
auxiliary output transmits a
signal that the OEM can use to
shut down the other equipment

 The auxiliary output can also be

configured to provide a torque
output signal that can be used
by the OEM for automatic
transmission shift control

 Additionally, auxiliary output

can be turned off
 CENTRY Operation

 The Advantage engine design

incorporates step timing control
(STC), CENTRY control

 Engines using the Advantage

utilise unique engine
components that permit
increased torque and horsepower
in the off highway engines
 CENTRY Operation

 The CENTRY Advantage

engines allow high torque and
power in the lower engine speed
ranges

 However fuel pressure is

modified in the upper engine
speed ranges to maximize
engine operating economy
 CENTRY Operation

 The alternate torque option

allows the torque curve to be
reshaped providing:-
Torque peak at a different
speed
Lower torque peak

 In the illustration, notice the

standard and the alternate torque
peak
 CENTRY Operation

 Off road vehicles can utilize

alternate torque to reduce the
loading on drive line
components when the vehicle is
travelling in lower transmission
ranges

 In construction equipment, a
front end loader that is normally
experiencing a high power
demand from hydraulics can use
an alternate torque to reduce
loading on the drive train when
the hydraulic demand is low
 CENTRY Operation

 Alternate low idle control can

be used by the OEM to provide
a higher than normal idle to
handle PTO functions

 The alternate low idle speed

can be set at any point between
normal idle and high idle

 Alternate low idle has a droop

setting of 0-30%. Thus, the
governor can be set for droop
or isochronous control

 The alternate low idle droop

setting will override the normal
low idle droop setting
 CENTRY Operation

 During alternate low idle, the

throttle is active and can be used
to increase engine speed from the
alternate low idle setting to high
idle

 When the engine is throttled

down, the RPM will return to the
alternate low idle setting

 A mining vehicle could use

alternate low idle to maintain a
minimum engine RPM

 The higher RPM could be used to

maintain turbocharger boost in a
situation where there is
momentary throttling on an
electric drive vehicle
 CENTRY Operation

 Intermediate engine speed is

identical to alternative low
idle, except the throttle cannot
be used to increase engine
speed

 When this switch is activated

the normal throttle is over
ridden and the engine RPM
goes to the calibrated value
 CENTRY Operation

 Intermediate engine speed can be

used for a PTO application

 On electric drive vehicles,

intermediate engine speed can be
used for the speed retarder
function in the dynamic braking
system
 CENTRY Operation

 The alternate droop option

allows the shape of the high idle
droop curve to be changed
 Making the droop slope steeper
provides less RPM between no
load high idle speed and full
load speed
 When the engine is lugged
down, the time it takes for the
engine to drop from the no load
to the full load speed is quick.
This gives the operator the feel
of a very responsive engine
 CENTRY Operation

 The PT mechanical governor

droop setting with CENTRY will
usually be no more than 15%

 If the normal CENTRY high idle

droop setting is 10%, setting the
alternate droop to more than 15%
will allow the engine to operate
on the mechanical governor and
attain the maximum high idle
speed

 Although CENTRY allows a

droop setting of up to 30%, as
you can see, it cannot exceed the
mechanical governor
 CENTRY Operation

 As we discussed earlier, the droop %

in the speed ranges between idle and
high idle is an average of the idle and
high idle droop settings

 Since alternate droop overrides the

high idle droop setting, when alternate
droop is active, the droop % is an
average of idle and the alternate droop
setting

 The alternate droop option could be

used to increase the road speed of an
off road vehicle like a farm tractor
 CENTRY Operation

 The electronic STC option

allows the ECM to control the
STC valve, determining when
the engine timing moves from
advance to normal timing

 The ECM utilizes the rail

pressure input signal to
determine the shift point
Engine CENTRY
System