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HEUI Injectors Explained PDF
HEUI Injectors Explained PDF
HEUI injectors are easily replaced by technicians with almost no adjustment or special
engine maintenance required except to change engine oil at regular scheduled intervals.
Techtip
Many HEUI injectors are identical in shape and size but are not interchangeable. For
example, the injectors will have different injection volumes and fueling characteristics.
HEUI injectors should never be interchanged from one engine model to another. The
technician should ensure the injector replacements are chosen correctly by
manufacturer, engine model and engine serial number.
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Hydraulic actuation of valves also permits the use of compression-less starts allowing the
use of smaller starting motors and fewer batteries. An engine can be easily cranked with
exhaust valves slightly open allowing high initial cranking RPM with minimum power
required. Subsequently closing the valves in one or all cylinders at the correct time will
allow the engine to start. These engines are also capable of displacement on demand
(DOD) which means cylinders can be cut-out with minimal parasitic loss of power until
they are needed. Hydraulically actuated valve operation also enables the use of engine
based compression release braking systems without additional components required of
conventional compression release brakes.
Applications
Collaboration between International Truck & Engine Corporation and Caterpillar lead to
the HEUI system production in 1993. HEUI engines continue to be produced by these
manufacturers. The most popular HEUI application of this joint venture are the 7.3L
(DIT) Powerstroke branded T-444 for International used between 1993.5MY and 2003.5
MY for Ford. More than 2.5 million of these engines have been manufactured since the
early nineties. In fact, two out of every three Ford F-250 and larger trucks are equipped
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with this engine. Evidence of its reliability and durability is reflected in a recent survey
indicating over 98% of these engines are still in service. International also uses HEUI for
its DT series of engines, the DT-466 and the DT 570. International has also used HEUI
technology for its T-444E, DT-466570, Max Force 5, 7, 9, 10, Max Force DT and
VT365 engines. Caterpillar has used HEUI in the 3116 and 3126 engines found in GMC
Topkicks, Ford, Sterling and Freightliner truck chassis. Caterpillar also uses HEUI for
some large off-road engines.
The Daimler-Detroit Diesel branded Series 40 engine is also supplied by International
which uses an HEUI fuel system.
The Ford Powerstroke made by International This 4.5L 275 CID V-6 engine with a 90
Engine Company also is badged as a T-444-E in degree bank arrangement is referred to as
International brand vehicles. More than 2.5 a VT-275. It is fabricated by removing 2
million of these HEUI equipped engines were cylinders from the VT-365 Ford 6.0L
produced between 1993 and 2003. Powerstroke and adding a balance shaft.
Caterpillar uses the HEUI system for its popular 3116, 3126, C7 ACERT and C9 ACERT
engines. These engines can be found both on-highway medium-duty truck and RV and in
off-road applications. Freightliner, Sterling, GMC Top-kick and medium duty Ford
vehicles have used the Caterpillar engines. Other larger industrial applications of the
HEUI are included in Caterpillar line-up of engine offerings.
A low-pressure supply system provides fuel to the injectors at the correct pressure, free of
water, air, and contamination. Fuel supply pressure is regulated to between 30 and 80-psi
on most systems. (See chapter on low pressure transfer systems)
This pictorial schematic of Caterpillars HEUI system for a large V-8 engine shows the
major components of the HEUI fuel system.
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Insert figure 12 Two types of low pressure fuel supply systems are used on
Powerstroke diesels and T-444E engines. One uses a mechanical pump which returns
fuel back to the tank and another using an electric pump which does not return fuel to
the tank.
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HEUI Injectors
Types
HEUI injectors use highly pressurized engine oil to provide injection force. Three basic
variations of these injectors exist. The early systems from 1993-1995 International/Ford
used a A type injector. Caterpillar also manufactured their own distinct injector design
on the 3116 and 3126A engines that used a side mounted solenoid and high pressure
jumper tubes supplying oil. Beginning in 1996 California and subsequent model years
for other engines, International/Ford and Caterpillar used the split shot or, PRIME
injector. This HEUI B injector is distinguished by the white coloured solenoid.
Caterpillars injector, while appearing similar to the Ford and International application
has a larger plunger bore and greater fuel delivery volume capabilities.
This early HEUI injector used in Caterpillar engines had the solenoid mounted on the
side of the injector. High pressure oil entered through the top of the injector
through a high-pressure steel line. Subsequent engines used oil passageways drilled
through the block to supply pressurized oil.
Techtip
High pressure oil, in excess of 2,000 psi is separated from the fuel circulating in the
cylinder head by an O-ring. Deteriorated or leaking injector Orings can result in
high engine oil consumption evidenced by oil in the fuel tank.
Both type A and B-split shot injectors have four major components that operate together
for precise metering, timing and rate control. The components are:
High voltage electric solenoid. This device controls poppet valve operation. The
solenoid requires approximetely 115 v D/C and 7-15 amps of current to actuate.
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Poppet valve - This device controls oil flow into the injector. When the poppet
valve is closed, oil pressure is dead-headed or completely stopped preventing oil
from entering the injector.
Intensifier piston and plunger. The intensifier piston, also termed amplifier
piston, magnifies the lube oil pressure which operates between 480 3,000 psi of
pressure. Depending on the manufacturer the intensifier piston is seven or eight
times larger in surface area than the plunger diameter which has high pressure oil
acting upon it. This results in a multiplication of hydraulic pressure of fuel
beneath the plunger which increases injection pressure.
Pressurization of oil supplied to the injector supplies the force to pressurize the fuel
inside the injector. The operation of this system is covered in another section of this
chapter.
Fill cycle
During this part of the injection cycle, the poppet valve is blocking high-pressure oil from
entering the injector. Internal components are shown in accompanying diagram in their
relaxed, spring-loaded positions. The plunger and intensifier have returned to the top of
the barrel. Fuel pressurized to between 30-80 psi by the low-pressure transfer system
enters the injector through a passage way located just above the bottom groove of the
injector. A fuel-fill check valve unseats and allows fuel to fill the plunger cavity.
Insert Figure 21 HEUI Fill cycle. Poppet valve is closed, fuel inlet check valve is open
fuel outlet check valve to nozzle tip may be either open or closed. No electrical current is
applied to the injector solenoid.
Injection
During the injection cycle, current will energize the solenoid and the corresponding
magnetic field overcomes spring tension that previously held the poppet on its seat. A
piece of connecting linkage or armature between the poppet valve and solenoid lifts the
valve from its seat. When the poppet lifts, the oil drain path at the upper poppet valve seat
is closed. The result is high-pressure oil pushes past the poppet to the top of the
intensifier piston. High-pressure oil over the piston pressurizes the fuel in the cavity
beneath the plunger. Pressurized fuel travels to the nozzle valve causing the valve to lift
beginning at approximately between 2,700-psi and 5,500-psi. Injection pressures may be
as high as 23,000 psi depending on the operating conditions. Caterpillar systems operate
at higher pressures.
Injection cycle
Current is applied to the solenoid
lifting the armature and poppet valve.
The poppet valve is lifted off its seat
allowing high pressure oil into the
chamber above the amplifier piston.
The drain path around the upper
poppet valve seat leading out the top
of the injector is closed. The
amplifier piston pushes fuel below the
plunger out the nozzle tip. Note the
fuel inlet check valve is closed and the
outlet check to the nozzle tip is
opened.
End of injection
The injection cycle ends when the solenoid is de-energized. The magnetic field collapses
that held the poppet valve open and spring tension forces the poppet valve against its seat.
High-pressure oil can no longer enter the injector and oil now spills out the oil drain path
beneath the solenoid around the upper poppet valve seat. The sudden oil pressure drop
above the intensifier piston combined with spring tension and fuel pressure beneath the
plunger, force the plunger upwards in its bore. The fuel-delivery check valve remains
closed to maintain residual fuel pressure in the injector body.
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Metering
Injection quantity is determined by the amount of plunger travel. Two factors determine
how far the plunger will travel.
1. Injector solenoid on time. The longer the solenoid is energized, the more time is
available to push the amplifier piston and injector plunger down the injector bore.
2. Oil pressure. The higher the oil pressure applied to the amplifier piston the faster the
plunger will travel for a given amount of time.
Longer on-time for the solenoid and higher oil pressure will result in greater quantities of
fuel injected into the combustion chamber. Similarly, the same injection quantity could
be metered into the cylinder by either increasing oil pressure and decreasing solenoid on-
time or conversely, decrease oil pressure and increase solenoid on-time.
Varying injection timing is accomplished by changing the point of beginning and end of
solenoid actuation.
Techtip
To prevent damage to HEUI injectors after replacement the Association of Diesel
Specialist (ADS) recommends priming the high-pressure oil galleries with oil before
attempting to start the engine. This is accomplished by disconnecting the cam position
sensor and cranking the engine over for two consecutive starting cycles. Internal
damage to the injectors is avoided when injectors are primed with oil before
attempting to fire the injectors.
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Tech tip
When replacing or servicing HEUI injectors, oil and fuel must be drained from the
cylinder heads first or it will drain into the cylinder when the injector is removed.
A hydrostatic lock will occur in the engine after an injector is reinstalled if these
procedures are not followed
Injection timing
The beginning and end of injection are entirely variable and dependent on the electrical
signal applied to the injector solenoid. Fuel timing maps and algorithms incorporated into
the ECM software determine these events to obtain lowest emissions and best
performance for any given engine operating condition load and speed.
Rate control
Injection rate refers to the quantity of fuel injected per degree of crank angel rotation.
Rate control is the ability of the fuel system to adjust the quantity of fuel injected during
the injection sequence. Engine designers have discovered that if injection rates can be
varied for a given engine load, speed or operating condition the engine can deliver
improvements to emissions, fuel economy, power and noise levels.
Engine performance and emissions are optimized by using different injection rates.
The square shaped edges of the fueling profiles represent a sharp beginning of
injection with a maximum quantity of fuel injected through-out the injection event.
The sloped edged injection rates represent a gradual build-up of injection quantity and
consequently a gentler rise in cylinder pressure. Pilot injection permits retrded timing
and shorter ignition delay time for quieter engine operation and low NOx.
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HEUI injection systems have the unique capability to change the rate of fuel delivery.
Since oil pressure to the injector is can be electronically controlled by the ECM, changing
oil pressure will change injection rate without any requirement to change the on-time of
the injector solenoid. For example, at high oil pressure compared to low pressure, the
rate of fuel delivery is at higher. The reason for this is high oil pressure applied to the
intensifier piston will drive the plunger farther and faster per degree of crank rotation.
Techtip
Oil quality is critical to effective HEUI operation. Antifoaming additives are needed
to HEUI engines to prevent air bubbles from forming and staying in the oil. If oil
does contain air created as oil is thrown off the crankshaft and other moving parts
injection pressurization and timing are affected. Poor fuel economy, low power and
stalling are typical operator complaints.
Lower combustion chamber noise. This is especially evident at idle when prolonged
delay causes the diesel engine characteristic knocking sound. The hotter chamber will
shorten the amount of time required for ignition of the main injection.
Lower N0x emissions. The shortened ignition delay time allows for the use of retarded
injection timing. Since the main injection delivery quantity will ignite faster, the
beginning of injection can be delayed longer. The result is a less intense pressure spike
after TDC in the cylinder that reduces N0x formation.
A split shot injector can mechanically separate the injection event into two parts using
a uniquely shaped plunger design.
Environmental tip
High injection pressures improve mixture preparation and combustion quality which in
turn:
Enable higher engine operating speed since smaller droplets ignite and burn
faster. Improves fuel economy due to more complete combustion of smaller well
mixed fuel droplets.
Minimizes particulate formation caused by incompletely burned carbon..
Increase combustions ability to tolerate retarded injection timing
Increases combustion tolerance for the use of re-circulated exhaust gas (EGR)
used to reduce N0x emissions.
Improves smoke limited power output
The short circuit of the high pressure oil system ensures sufficient oil flow to the
injectors during starting and after oil changes.
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High-pressure circuit
The high-pressure oil system delivers engine oil under high pressure to actuate the fuel
injectors. Another name for the circuit is the injection control circuit. To increase the lube
oil to pressures usable by the injectors, a high-pressure oil pump connected to the
reservoir. These pumps are commonly gear driven, fixed displacement, swash plate or
axial piston pumps. Lines or tubes will connect the pump output to oil galleries or
manifolds delivering oil to the injectors.
To provide feedback to the ECM regarding injection control pressure, a sensor is located
in the high-pressure oil circuit. THE injection control pressure sensor (ICP) will provide
closed loop feedback to the ECM about whether the oil pressure is too low or high. The
ECM can change the amount of current to the injection control pressure regulator (ICPR)
coil and adjust oil pressure.
The injection control pressure regulator uses a PWM signal to adjust oil pressure to
the injectors. Pressure is usually low at idle and increases with engine speed and load
conditions.
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The feedback loop to adjust injection actuation pressure is formed between the ICP
ICPR and ECM.
HEUI Diagnostics
Oil quality
Since the HEUI fuel injectors are electronically controlled and use high-pressure lube oil
for actuation, understanding the operation of the oil system is necessary to diagnose
possible performance complaints. Oil quality is critical for the same reason. The correct
viscosity and grade of oil are important to proper HEUI operation. For example, oil that
has little or no antifoaming additive will cause aeration of oil. Aerated oil will not
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properly transmit pressure and motion, which leads to drivability complaints such as
stalling and low power.
Tech tip
Diesel engine oil used in HEUI engines must have the proper level of antifoaming
additive. This additives causes air bubbles to quickly release from oil. Antifoaming
additive package contained in diesel engine oil depletes with distance traveled and is
affected by chemicals action such as from silicon from RTV gaskets material. On
engines having repairs done such as resealing the oil pan using RTV, an additional
antifoaming additive package is recommended
Oil contaminated with water, fuel, dirt or particulate will lead to premature wear and
malfunctioning injectors. For example, an improperly installed or incorrect air filter will
cause dirt contamination of oil leading to rapid and premature injector failure.
HEUI oil systems are divided into two sections, the low-pressure supply, and the high-
pressure system. The low-pressure system supplies the high pressure and problems in
either system will effect engine operation.
Pressurizing the high-pressure circuit and checking for leak-down of oil. High
pressure circuits when highly pressurized with oil should be able to retain
pressure for hours with no significant drop. A hand operated or electrically
operated oil pump can be used to verify the sealing capabilities of the high
pressure circuit.
The 6.0l Powerstroke or VT-365 uses an new generation of HEUI injectors referred to
as GEN-II or G2 injectors
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What is also so unique about the digital valve is dependence on residual magnetism to
operate and it uses no springs to center or return the spool valve. Instead, residual
magnetism from electric current which is applied only momentarily to the coil will
indefinitely hold the spool valve in an open or closed or position. When a second pulse
of electric current is applied to the opposing coil, the valve will move in the opposite
direction. Pressurized lube oil supplies the force needed to physically open and close
valves. By using residual magnetic energy as the triggering force and hydraulics as the
driving force, the valve operates more quickly, using less energy and generates less heat
than its predecessors. This digital valve overcomes the technological barriers of switching
very high-pressure fluid at extreme speeds with reduced coil response time.
The high-pressure oil circuit of the 6.0l supplies oil to injectors through a manifold
above the injectors.
The G2 injectors used in the 6.0l Powerstroke, VT-365 and VT-275 receive fuel
through a rail passing through the cylinder head. High pressure oil is delivered
through a manifold attached to the top of the injectors.
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The high pressure oil pump and reservoir are located between the cylinder banks at the
rear of the engine on a 6.0l Powerstroke diesel
Injection Cycle
The injector has three main
events during an injection cycle:
Fill
Main injection
End of main injection
Fill cycle
This event begins with the spool
valve in the closed position
preventing oil from entering the
injector. Low-pressure fuel
regulated to 45-50 psi enters the
injector through fuel rails in the
cylinder head. After entering the
injector through the fuel inlet
located in a groove around the
injector body, fuel fills the cavity
below the plunger.
Main injection
A pulse width modulated signal energizes the open coil moving the spool valve to the
open position. This allows high-pressure oil to begin forcing the intensifier piston and
plunger downward. A fuel inlet check-ball closes causing pressurization of fuel below the
plunger. The pressurized fuel begins to lift the nozzle valve at approximately 3,100psi.
End of injection
After the correct amount of fuel is delivered based on time the injector digital valve has
been left open, the close coil is pulsed with 800 microseconds of current. This moves the
spool valve from an open to a closed position. High-pressure oil is blocked from entering
the cavity above the intensifier piston. Oil above the intensifier piston leaves the injector
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through an exhaust port. Pressure from the plunger return spring returns the intensifier to
its initial position. The nozzle valve simultaneously closes and injection abruptly ends
after delivering fuel.
Insert figure 53 Main injection step two ends with the spool valve moved to the
closed position and injection stops. Oil vents from injector through spool valve and
out the injector.
To change the rate of fuel delivery, the oil pressure to the injector is can be electronically
varied by the ECM. At higher pressure, the rate of fuel delivery is proportionally greater
since the force acting on the plunger is increased. The plunger will then displace more
fuel per degree of crankshaft rotation at high pressure than during low pressure operation.
Pressurization is independent of engine speed so high pressures are available at low
engine speed operation.
Rate control or shaping is performed through more than just varying the oil pressure. The
additional rate shaping feature of the G2 injector is its capability to rapidly open and
close the spool valve many times during the course of one injection sequence. This
pulsing is accomplished electronically and not just mechanically like HEUI B injectors.
Software instructions contained in the ECM can send several pulses to the digital valve
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control coils within one injection cycle. This enables execution of several injection
sequences within one injection cycle.
1. Engine misfires
Misfire for diesels is defined as a loss of compression. The amount of compression loss in
a cylinder that misfire monitor will detect is referenced as a 3/16" or larger hole in a
cylinder or valve train component.
2. Glow-plugs
3. Injection control pressure
4. EGR operation
5. Comprehensive component monitoring of engine inputs, Manifold absolute
pressure (MAP), Barometric pressure (BARO), Engine oil temperature (EOT), Exhaust
pressure (EP), Intake air temperature (IAT), Injection control pressure (ICP), Mass air
flow (MAF), Accelerator pedal poison (AP), Crank poison sensor (CKP), Cam position
sensor (CMP), Dual alternators, Electronic variable response turbocharger (EVRT),
6. Injection control circuits
A number of electronic systems operate to manage the fueling of the HEUI engine.
Processing
These modules are devices which make-up the information processing or engine control
devices:
Electronic Control Module (ECM) or Powertrain control module (PCM)
Injector Driver Module (IDM).
Fuel injector control module (FICM)
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Each track of this three track pedal posiyion sensor is used to validate the data from
the other tracks. The design eliminates the requirement for an idle validation switch.
An error in pedal data, such as caused by a worn or resistive pathway in one track,
allows information from another track to be used to operate the vehicle thus increasing
vehicle reliability.
The number of the vanes passing by the sensor per second indicates engine speed. The
number of vanes passing the sensor provides information about the number of degrees of
engine rotation. A narrow vane on the trigger wheel indicates the position of cylinder
number one at TDC. Cylinder number four cylinder is indicated by a wide vane on the
trigger wheel. This information is used by the PCM to generate the cylinder identification
(CID) signal for the injector drive or fuel injection control module.
Engine speed and camshaft position information is a critical variable to control injection
pressure, timing, and delivery quantity. The loss of data from this sensor will cause the
engine to stop operating.
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On 6.0L engines, the CMP is a two-wire variable reluctance sensor located on the left
front side of the block. It responds to a peg pressed into the camshaft and provides an
engine position or cylinder identification signal.
Figure 57 The Mass air flow senor for a 6.0L Powerstroke incorporating an intake
air sensor. The MAF is used by the OBD system to verify correct operation and
diagnose problems associated with the intake air and EGR system
Output devices
Injection control pressure regulator (ICPR)
The most significant output device for engine fueling control is the Injection control
pressure regulator (IPR). Caterpillar refers to this valve as the Injection actuation control
valve (IAPCV). This device is a pulse width modulated (PWM), variable position spool
valve located on the high-pressure oil circuit. It is used to modulate or change oil pressure
within the system when commanded by the ECM. When no signal is applied to the
control coil around the spool valve, oil flow from the high-pressure pump is redirected to
the oil sump. Increasing the amount of time current is applied to the coil gradually closes
the valve and increases oil pressure supplied to the injectors. As the time current is
applied increases, the IPR duty cycle expressed in percentage increases proportionally.
This means the higher the duty cycle, the greater the oil pressure or a greater amount of
the pump output is used to build pressure. Values for the duty-cycle are between 0 and
65%. An increase in injector control pressure results in an increase in fuel injection
quantity if accompanied with little or no change in injector pulse width.
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Together the ICP and the IPR form a closed loop system. This means the ECM monitors
the ICP sensor and adjustments are made to the IPR duty cycle based on this feedback.
The ECM communicates information regarding timing, injection quantity and engine
position with the injector drive module (IDM) Using this information the IDM
calculates the appropriate pulse width for the injectors and delivers high voltage
electrical signals to the correct cylinder at the correct time. Injector circuit
diagnostics are performed by the IDM and diagnostic information is communicated
across data lines connecting the two modules.
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