Fuel System: Systems Operation

D9R Track-Type Tractor Differential Steering ABK00001-UP (MACHINE) POWERED ...
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Product: TRACK-TYPE TRACTOR

Model: D9R TRACK-TYPE TRACTOR ABK
Configuration: D9R Track-Type Tractor Differential Steering ABK00001-UP (MACHINE) POWERED BY 3408 Engine
Systems Operation
3408E and 3412E Engines for Caterpillar Built Machines
Media Number -SENR1018-16 Publication Date -01/06/2013 Date Updated -17/06/2013
i01990313
Fuel System
SMCS - 1250
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Illustration 1 g00990048
HEUI fuel system (typical example)
(1) Unit injector hydraulic pump
(2) Oil flow to the engine
(3) Oil filter
(4) Engine oil pump
(5) Injectors
(6) Oil cooler
(7) IAP control valve
(8) IAP sensor
(9) Fuel transfer pump
(10) Secondary fuel filter
(11) Fluid manifolds
(12) Fuel tank
(13) Fuel pressure regulator
(14) Speed-timing wheel
(15) Engine speed/timing sensors
(16) Primary fuel filter
(17) Water separator
(18) Oil temperature sensor
(19) Engine boost pressure sensor
(20) Coolant temperature sensor
(21) Coolant level sensor
(22) Oil pressure sensor
(23) Fuel pressure sensor
(24) Fuel temperature sensor
(25) Atmospheric pressure sensor
(26) Throttle position sensor
(27) Data link
(28) Alarm warning lamp
(29) Diagnostic lamp
(30) Electronic Control Module (ECM)
(31) Batteries
The operation of the Hydraulic Electronic Unit Injector (HEUI) fuel system utilizes the concepts of
hydraulics and the multiplication of force to deliver fuel to the engine. The HEUI fuel system is
completely free of adjustment. Adjustments cannot be made to the mechanical components of the
system. Changes in performance are made by installing different software in Electronic Control
Module (ECM) (30) .
This fuel system consists of six basic components:
• Hydraulic Electronic Unit Injector (HEUI) (5)
• Electronic Control Module (ECM) (30)
• Unit injector hydraulic pump (1)
• Injection actuation pressure control valve (7)
• Fuel transfer pump (9)
• Injection actuation pressure sensor (8)
Note: The components of the HEUI fuel system are not serviceable components. These fuel system
components must not be disassembled. Disassembly will damage the components. If the components
have been disassembled, Caterpillar may not allow a warranty claim or Caterpillar may reduce the
warranty claim.
Component Description
Hydraulic Electronic Unit Injector
The HEUI fuel system utilizes a hydraulically actuated electronically controlled unit injector (5) .
The precise delivery of the fuel controls the engine's performance. All fuel systems for diesel engines
use a plunger and barrel in order to pump high pressure fuel into the combustion chamber. A fuel
injection pump camshaft lobe is typically used to provide a mechanical force to the plunger. The
plunger then pumps the precise amount of fuel into the combustion chamber. The HEUI fuel system
uses engine oil that has been pressurized by the system's hydraulic pump in order to apply force to the
plunger. Control for the exact timing of the fuel delivery is provided electronically by the engine's
ECM. Due to the differences in the HEUI fuel system, a technician must use different troubleshooting
methods in order to diagnose fuel system problems.
The HEUI fuel system's hydraulic pump pressurizes the engine lubrication oil from 10 MPa (1450
psi) to 23 MPa (3350 psi) in order to transfer force from the engine's rotational energy to hydraulic
energy that is used by the injector. The HEUI fuel system operates in the same manner as a hydraulic
cylinder. A piston in the injector is used to receive the hydraulic energy that is supplied by the pump.
The piston converts the hydraulic energy to a mechanical force that is applied directly to the injector's
plunger assembly. The plunger assembly multiplies the mechanical force that is provided by the
piston. The plunger converts the force into a hydraulic pressure that is placed on the fuel that is in the
injector barrel. By multiplying the force of the high pressure oil that is supplied by the HEUI fuel
system's hydraulic pump, the HEUI can produce the injection pressures that are essential for the
complete fuel atomization that provides combustion efficiency.
Engine oil is used by the unit injector hydraulic pump in order to supply hydraulic pressure to the
injectors. This hydraulic pressure is called injector actuation pressure. The actuation pressure of the
oil generates the high injection pressures that are delivered by the unit injector. This injection pressure
is greater than actuation pressure by approximately six times. The pressure in the system is multiplied
by the intensifier piston that is located in the injector.
Low actuation pressure results in low injection pressures. During conditions of low engine speed such
as idle and start, the low injection pressure is due to the low actuation pressure that is being produced
by the unit injector hydraulic pump.
High actuation pressure results in high injection pressures. During conditions of high speed such as
high idle and acceleration, high injection pressures can be produced because of the high actuation
pressures that are produced by the hydraulic pump.
There are many other operating conditions when the injection pressure fluctuates between the
minimum and the maximum. Regardless of the speed of the engine, the HEUI fuel system provides
infinite control in order to provide the optimum fuel injection pressure.
Electronic Control Module (ECM)
The Electronic Control Module (ECM) (30) is mounted directly on the engine. The ECM is a
powerful computer that provides total electronic control of engine performance. The ECM gathers
performance data from the engine through a series of engine sensors. This data is used by the ECM in
order to modify the engine's fuel delivery, injection pressure, and injection timing. The ECM also
contains performance maps in the form of software that define engine's horsepower, torque curves,
and rpm.
Most of today's engines are equipped with an ECM that can be reprogrammed in the field. There are
electronic service tools that can be used to program the ECM. These electronic service tools use flash
programming in order to load new software into the ECM.
The ECM is also used to record engine faults that may occur. These faults are usually triggered when
one of the engine sensors detect a parameter that is operating out of the normal range of operation. An
electronic service tool can be used in conjunction with the engine ECM to run several diagnostic tests
on engine's electrical systems or electronic systems.
Unit Injector Hydraulic Pump
The unit injector hydraulic pump (1) is a high pressure hydraulic pump that is located at the front of
the engine. The unit injector hydraulic pump is a variable displacement axial piston pump that is
driven by the front gear train of the engine. The unit injector hydraulic pump uses a portion of the
engine lubrication oil to supply the HEUI fuel system. The unit injector hydraulic pump pressurizes
the engine lubrication oil to the correct injection actuation pressure in order to power the HEUI
injectors.
Injection Actuation Pressure Control Valve (IAP Control Valve)
The Injection Actuation Pressure Control Valve (IAP Control Valve) (7) is located on the side of unit
injector hydraulic pump (1). The pressure control valve assembly controls the outlet flow of the
hydraulic pump. The pressure control valve assembly also controls the hydraulic pump pressure.
There are three components of the pressure control valve assembly.
• Injection actuation pressure control valve
• Compensator valve assembly
• Valve base
The compensator valve assembly contains three major parts:
• Load sensing spool
• Pressure limiter spool
• Check valve
The load sensing spool controls the oil flow to the control piston. The control piston controls the
swashplate angle. The swashplate angle determines the pressure that is produced by the pump.
In the event of a malfunction of the pump, the pressure limiter spool acts as an emergency relief
valve. A malfunction of the pump would cause the pressure to rise above the relief setting. The
pressure limiter spool is a simple spring loaded relief valve. The valve opens at a preset pressure.
When the valve opens, high pressure oil is sent to the control piston. This will destroke the pump and
the oil flow that is being produced by the pump will be reduced.
The check valve works in conjunction with the pressure limiter spool. The valve allows high pressure
oil to flow to the control piston when the pressure limiter spool has opened. The check valve remains
closed at all other times.
The IAP control valve is an electrically controlled solenoid valve. The IAP control valve works with
the load sensing spool in order to control the pump outlet pressure. The IAP control valve is actually
an electrically operated hydraulic pressure relief valve. The IAP control valve converts an electrical
signal from the ECM to the mechanical control of the spool valve in order to control the pump's outlet
pressure.
Under most conditions, the pump is producing an excess oil flow. The IAP control valve instructs the
load sensing spool to discharge excess pump flow to the control piston in order to control injection
actuation pressure at the desired level. The IAP control valve is a solenoid valve of high precision.
The IAP control valve is used to control the actuation pressure that provides hydraulic pressure to the
injectors. The performance maps that are programmed into the ECM contain a desired actuation
pressure for every engine operating condition. The ECM uses a control current in order to control the
IAP control valve. This control current is used to vary the action of the solenoid in order to maintain
an actual actuation pressure that is very near to the desired actuation pressure that has been
determined by the ECM.
Fuel Transfer Pump
Fuel transfer pump (9) is mounted on the back of unit injector hydraulic pump (1). The fuel transfer
pump must first draw fuel from fuel tank (12). Then, the fuel transfer pump must be capable of
providing enough flow to the low pressure fuel system in order to maintain a continuous system
pressure. A normal system pressure for the low pressure fuel system is usually between 310 kPa (45
psi) and 450 kPa (65 psi). This pressurized fuel is continuously supplied to injectors (5) .
The fuel transfer pump is a fixed displacement gear pump. The fuel transfer pump contains an integral
pressure relief valve. This relief valve opens at approximately 630 kPa (91 psi). Excess flow from the
valve discharges to an internal passage from the outlet side of the pump. The internal passage sends
the fuel back to the inlet side of the pump.
Injection Actuation Pressure Sensor (IAP)
IAP sensor (8) monitors the actual injection actuation pressure. The oil manifold supplies the injectors
with a continuous flow of actuation oil. This oil is used to power the injectors. The IAP sensor is
installed in this high pressure oil manifold. The IAP sensor monitors the oil pressure in the manifold.
The ECM is continuously monitoring the IAP sensor for pressure changes. The ECM interprets this
signal in order to provide control for the engine's fuel system.
Operation of the HEUI Fuel System

Low Pressure Fuel System
Low pressure fuel system (typical example)
(5) Injectors
(9) Fuel transfer pump
(10) Secondary fuel filter
(11) Fluid manifolds
(12) Fuel tank
(13) Fuel pressure regulator
(16) Primary fuel filter
(17) Water separator
The low pressure fuel system serves four basic functions. The system supplies the injectors (5) with
fuel for combustion. Supplies extra fuel flow for cooling of the injectors. This extra fuel flow removes
air from the system. The system also supplies the fuel that is used to cool the ECM.
The low pressure fuel system consists of seven basic components:
• Fuel tank (12)
• Water separator (17)
• Primary fuel filter (16)
• Fuel transfer pump (9)
• Secondary fuel filter (10)
• Fluid manifolds (11)
• Fuel pressure regulator (13)
Fuel is drawn from fuel tank (12) and flows through the water separator (17). The water separator is
typically a 15 to 30 micron filter. The water separator will filter large debris from the fuel. The water
separator also has the capacity that will filter large amounts of water from the fuel. If equipped, the
fuel may flow to the primary fuel filter (16). The primary fuel filter is used to filter the fuel before
entering the fuel transfer pump.
Fuel flows from the primary fuel filter to the inlet side of fuel transfer pump (9). The fuel transfer
pump is mounted on the back of unit injector hydraulic pump. Fuel is drawn into the inlet port of the
pump. An inlet check valve in the inlet port of the fuel transfer pump prevents fuel from flowing back
into the fuel tank while the engine is not running. The fuel flow is increased by a simple gear pump
and the fuel is then discharged through the outlet port of the pump. The outlet port also incorporates a
check valve that is used to prevent pressurized fuel leakage back through the pump.
The fuel transfer pump is used in order to pressurize the fuel that supplies the low pressure fuel
system. The maximum pressure that is generated by the fuel transfer pump is limited to 630 kPa (91
psi) by an internal pressure relief valve.
Fuel flows from the outlet port of the fuel transfer pump to the secondary fuel filter (10). The
secondary fuel filter is a two micron fuel filter. The two micron fuel filter removes very small
abrasive contaminants in the fuel. Fuel then flows from the secondary fuel filter to the fuel supply
passages that are drilled into fluid manifolds (11).
The fluid manifolds are mounted on top of the cylinder heads. A fuel supply passage runs for the
length of the fluid manifold. This passage connects with each unit injector bore in order to supply fuel
to the unit injectors. Pressurized fuel flows through the fluid manifold to all of the unit injectors.
D9R Track-Type Tractor Differential Steering ABK00001-UP (MACHINE) POWERE... Page 10 of 37
Excess fuel flows out of the fluid manifold, into the fuel return line, and then to the fuel pressure
regulator (13) .
The fuel pressure regulator consists of an orifice and a spring loaded check valve. The orifice is a
flow restriction that provides a back pressure to the supply fuel. The spring loaded check valve opens
at 410 kPa (60 psi) in order to allow the excess fuel to return to the fuel tank. The excess fuel that
passes through the orifice is used in order to transfer heat away from the fuel system. A ratio of fuel
that is returned to the tank to the amount of fuel that is consumed by the engine is approximately 3 to
1. When the engine is off and no fuel pressure is present, the spring loaded check valve closes. The
spring loaded check valve closes in order to prevent the fuel in the cylinder head from draining to the
fuel tank.
Injection Actuation System
Actuation Oil Flow
Actuation Oil Flow (typical example)
(3) Oil filter
(4) Engine oil pump
(6) Oil cooler
(8) IAP sensor
The injection actuation system serves two functions. The injection actuation system supplies high
pressure oil in order to power the HEUI injectors. Also, the injection actuation system utilizes control
of the actuation pressure of the oil in order to control the injection pressure of the fuel that is produced
by the unit injectors.
The injection actuation system consists of six basic components:
• Hydraulic pump (1)
• Engine oil filter (3)
• Engine oil pump (4)
• Oil cooler (6)
• The Injection Actuation Pressure control valve (IAP control valve) (7)
• The Injection Actuation Pressure sensor (IAP sensor) (8)
Oil from engine oil pump (4) supplies engine oil to unit injector hydraulic pump (1). The capacity of
the engine oil pump has been increased in order to meet the additional flow that is required to supply
the hydraulic pump.
Oil that is drawn from the engine oil pan is pressurized to the lubrication system oil pressure by the
engine oil pump. Oil flows from the engine oil pump through engine oil cooler (6), through engine oil
filter (3), and then to the main oil gallery. A separate circuit from the main oil gallery directs a portion
of the lubrication oil in order to supply the unit injector hydraulic pump. A steel tube on the left side
of the engine connects the main oil gallery with the inlet port of the unit injector hydraulic pump.
Oil flows into the inlet port of the unit injector hydraulic pump and the pump reservoir is filled with
engine oil. The pump reservoir provides oil to the unit injector hydraulic pump during engine start-up.
Also, the pump reservoir provides oil to the unit injector hydraulic pump until the engine oil pump
can increase pressure enough to provide the pump with a steady flow of oil.
The pump reservoir also provides makeup oil to the high pressure oil passage in the cylinder head.
When the engine is off and the engine cools down, the oil shrinks. A check valve in the pump allows
oil to be drawn from the pump reservoir in order to keep the high pressure oil passage full, even
during engine shutdown.
Oil from the pump reservoir is pressurized in the unit injector hydraulic pump and flows out of two
outlet ports of the pump under high pressure. The high pressure oil flows from the outlet ports of the
unit injector hydraulic pump then flows through a one-way check valve. The oil then flows to the high
pressure oil passage that is within the fluid manifold. The check valve is used to prevent high pressure
pulses, that are generated by the injectors, from returning to the pump. High pressure pulses would
cause the IAP control valve (7) to operate erratically. This would cause the actuation pressure to
become unstable and unpredictable.
The high pressure oil passage connects with each unit injector bore in order to supply high pressure
actuation oil to the unit injectors. High pressure actuation oil flows from the unit injector hydraulic
pump and travels through the fluid manifold to all of the injectors. The high pressure oil is held in the
high pressure oil passage until the oil is used by the unit injectors. Oil that has been exhausted by the
unit injectors is expelled under the valve covers. This oil returns to the crankcase through oil drain
holes in the cylinder head.
Actuation Oil Pressure Control
Injection actuation pressure control system (typical example)
(3) Oil filter
(4) Engine oil pump
(5) Injectors
(6) Oil cooler
(8) IAP sensor
(30) Engine control module (ECM)
Unit injector hydraulic pump (1) is a variable displacement axial piston pump. The flow of this pump
can be varied from the minimum to the maximum at any engine speed.
The rotating group of the pump changes the rotary motion of the pump shaft to hydraulic oil flow.
The rotating group has three components:
• Barrel and pistons
• Swashplate
• Pump shaft
The pump supplies the flow of oil to the injectors. The amount of oil flow controls the system
pressure. Pump flow is increased or decreased within the pump by changing the angle of the
swashplate.
The swashplate is moved toward maximum flow by a control spring. The maximum angle produces
maximum piston stroke and maximum pump flow. The control piston is used to counter the control
spring. The control piston is in a retracted state when the swashplate is at the maximum angle. The
control spring will be in an expanded state.
Pump flow is reduced by an increased oil flow to the control piston. As the pressure to the control
piston increases, the piston pushes the swashplate toward the minimum angle. The swashplate angle
will be reduced and the pistons produce minimum stroke at this minimum angle. Minimum output
will be produced.
Destroking the pump - This term is used to describe a decrease in the angle of the swashplate in
order to decrease the output of the pump. Oil flow is being applied to the control piston.
Stroking the pump - This term is used to describe an increase in the angle of the swashplate in order
to increase the output of the pump. Oil flow is being removed from the control piston.
The pump housing contains the following components:
• Rotating group
• Internal oil reservoir
The reservoir provides oil to the unit injector hydraulic pump while the engine is being cranked. The
reservoir provides oil to the injection system until oil flow from engine oil pump (4) is established.
Supply oil from the engine lube system flows through the reservoir to the inlet port of the rotating
group. The high pressure actuation oil flows from the outlet port of the pump and flows through steel
tubing in order to feed the high pressure fluid manifolds that are on each cylinder head.
While the engine is not running, the swashplate control spring in the unit injector hydraulic pump
pushes the swashplate to the maximum angle. The maximum pump displacement is achieved. During
cranking of the engine, the pump produces maximum flow. This builds actuation pressure rapidly
until the desired actuation pressure is reached.
Once the actuation pressure matches the desired pressure, oil is sent from the IAP control valve to the
control piston. This will destroke the pump. At idle conditions, a minimum swashplate angle is
required to maintain the desired actuation pressure. HEUI injectors (5) use very little actuation oil at
either no load conditions or low idle conditions.
When a load is applied to the engine, the desired fuel rate increases. Also, the demand for actuation
oil flow and pressure rapidly increase. The Electronic Control Module (ECM) (30) detects the
decrease in engine speed that is caused by the increase in load. The ECM then increases the control
current to IAP control valve (7). This allows oil to drain from the control piston. This forces the
swashplate angle and the pump flow to quickly increase. The swashplate angle will increase until
actual pressure equals desired pressure at the flow rate that is required by the injectors.
If the load on the engine is decreased, the actuation oil flow is decreased in order to match the engine
requirements. The ECM detects the increase in engine speed and the current that is being sent to the
IAP control valve is reduced. Oil is directed to the control piston. This will decrease the swashplate
angle. Pump output flow and actuation pressure decrease until actual pressure equals desired pressure.
There are two types of actuation pressure:
• Desired actuation pressure
• Actual actuation pressure
Desired actuation pressure is the injection actuation pressure that is required by the system for
optimum engine performance. The desired actuation pressure is established by the performance maps
in the ECM and information from the engine sensors. This information is used in order to calculate
the optimum pressure to use for the best engine performance. The desired actuation pressure is
constantly changing based on various sensor inputs, changing engine speed and load. The following
sensors supply signals to the ECM:
• Throttle position sensor
• Engine boost pressure sensor
• Speed/timing sensors
• Coolant temperature sensor
These signals are used by the ECM in order to calculate the desired actuation pressure. The desired
actuation pressure is only constant under steady state conditions (steady engine speed and load). The
desired actuation pressure is continuously adjusted by the ECM.
Actual actuation pressure is the actual system pressure of the actuation oil that is used to power the
injectors. The IAP control valve is constantly adjusting the amount of pump flow that is discharged to
the drain. The pump flow is discharged to the drain in order to match the actual actuation pressure to
the desired actuation pressure.
Three components operate together in order to control injection actuation pressure:
• ECM (30)
• IAP control valve (7)
• IAP sensor (8)
The ECM calculates the desired actuation pressure by sampling sensor inputs and referencing
performance maps. The ECM sends a control current to the IAP control valve in order to change the
actual actuation pressure. The IAP control valve reacts to the electrical current from the ECM in order
to change the actual actuation pressure. The actual actuation pressure is changed when the IAP control
valve discharges control pressure oil to the drain. The IAP control valve acts as an electrically
controlled relief valve. The IAP sensor monitors the actual actuation pressure in the high pressure oil
passage. The IAP sensor reports the actual actuation pressure by sending a signal voltage to the ECM.
The injection actuation pressure control system operates in a cycle. The ECM calculates the desired
actuation pressure. After the correct signal has been calculated, the ECM sends an electrical current to
the IAP control valve in order to adjust the actuation pressure. The IAP control valve reacts to the
electrical current from the ECM by changing the pressure relief setting for the control piston, which
changes the actual actuation pressure. The IAP sensor samples the actual actuation pressure and the
IAP sensor sends a signal voltage back to the ECM. The ECM interprets the signal voltage from the
IAP sensor in order to calculate the actual actuation pressure. Then, the ECM compares the actual
actuation pressure to the desired actuation pressure in order to adjust the electrical current to the IAP
control valve. The IAP control valve responds to the change in electrical current by changing the
actual actuation pressure. This process is repeated 60 times per second. This cycle of constant
repetition is called a closed loop control system.
Increasing current to the IAP control valve causes the actuator solenoid that controls the poppet valve
in the IAP control valve to be excited. As the poppet valve closes the drain port, the oil flow from the
load sensing spool decreases and the spool allows oil from the control piston to be vented to the case
drain. As the control piston retracts, the swashplate angle is increased. There is an increased flow
from the pump outlet.
Reducing the current to the IAP control valve causes the following actions to occur. The actuator
solenoid that controls the poppet valve in the IAP control valve is relaxed. The poppet valve opens the
drain port and a proportional amount of oil is allowed to flow from the load sensing spool. As the load
sensing spool reacts, oil is sent to the control piston and the angle of the swashplate is reduced. There
is a decreased flow from the pump outlet.
If the IAP control valve fails to receive the control current during engine operation, the only force that
will act on the load sensing spool will be the mechanical force of the spool's spring. The pressure that
is produced from this spring force is approximately 5 to 6 MPa (725 to 870 psi). This pressure is
called margin pressure.
A margin pressure is necessary for this system in order to establish the engine with a limp home mode
in the event of system failure. The spool spring also improves the accuracy of the IAP control valve.
The limp home mode will allow the engine to keep running at a very low actuation pressure. This
could happen if the IAP control valve fails or the circuit experiences an open circuit condition.
This spring pressure also improves the ability of the IAP control valve to accurately control lower
actuation pressures.
Margin pressure is not a critical adjustment. Margin pressure does not affect normal engine
performance. Margin pressure must be set high enough to keep the engine running in the event of an
open circuit or a control valve failure. Margin pressure should not be set too high. An excessively
high margin pressure will cause overfueling and hard starting of the engine. This will occur when the
engine is cold and the oil is thick. Margin pressure is preset at the factory. The pressure should not be
adjusted in the field. Increasing or decreasing margin pressure from the factory setting will not
increase engine horsepower or engine performance.
The combined force of the spool spring and the oil flow that is controlled by the IAP control valve
work together in order to position the load sensing spool. If the margin pressure is changed, the ECM
compensates by adjusting the current to the IAP control valve in order to obtain the desired actuation
pressure that has been calculated.
The unit injector hydraulic pump contains a pressure limiter spool. The pressure limiter spool is
located just above the load sensing spool. The pressure limiter spool will only work when an extreme
pressure exists in the system. If an extreme pressure is allowed to exist, the system pressure could
exceed the maximum safe operating pressure.
The pressure limiter spool is held in the closed position by a spring. If a malfunction occurs, the pump
outlet pressure may exceed the safe limit of the pump. In this case, the pressure would overcome the
spring force and the relief spool would vent the excess pressure. This will allow the pump outlet
pressure to flow to the control piston. The extra flow to the control piston would destroke the pump.
The pump will continue to destroke until the outlet pressure becomes less than relief pressure and the
relief valve closes.
This pressure control system also incorporates a one-way check valve that allows the outlet pressure
to flow from the relief valve to the control piston. The check valve will not allow oil from the control
piston to flow in the opposite direction when the relief valve is closed.
The relief valve is set at the factory. The relief valve should not be adjusted. A low relief setting will
cause the relief valve to open below normal operating pressure. This will result in low engine power.
A high relief valve setting will not affect normal operation. A high relief valve setting could rupture
the pump housing in the event of a malfunction. Adjusting the relief valve setting will not increase the
actuation pressure, engine horsepower, or engine performance.
Most of the high pressure oil flow from the unit injector hydraulic pump is used in order to power the
unit injectors. Excess flow is the amount of pump flow that is not required in order to meet the desired
actuation pressure. The excess flow is returned to the case drain through the load sensing spool. The
excess flow travels through a drilled passage to the front of the pump. Drain oil flows out of the front
of the pump over the pump drive gear and flows down the engine front gear train to the engine oil
sump.
Operation of the Injection Actuation Pressure Control Valve (IAP Control Valve)
Injection actuation pressure control valve
(1) Spring retainer
(2) Edge filter
(3) Seat assembly
(4) Drain port
(5) Armature
(6) Valve body
(7) Adapter
(8) Poppet
(9) Push pin
(10) Control solenoid
The IAP control valve is an electrically controlled pilot operated pressure control valve. The IAP
control valve is used in order to adjust the actuation pressure. The actual actuation pressure must be
constantly adjusted in order to achieve the desired actuation pressure and this pressure must be
controlled regardless of engine speed, pump flow, and variable oil demand of the unit injectors. The
IAP control valve consists of six basic components:
• Seat Assembly (3)
• Armature (5)
• Poppet (8)
• Push pin (9)
• Control solenoid (10)
The IAP control valve operates by using the variable electrical current from the ECM in order to
create a magnetic field in control solenoid (10). This magnetic field acts on armature (5) and the
magnetic field generates a mechanical force. This mechanical force is used to adjust the position of
the armature. The adjustment on the armature affects the position of push pin (9) and poppet (8) .
When the poppet is in the closed position, the poppet is also opposed by the oil pressure that is inside
valve body (6). The oil pressure inside the valve body is trying to open the poppet. As the oil pressure
from the load sensing spool valve increases, the force on the poppet from the oil pressure also
increases. As this force overcomes the mechanical force of the solenoid, the poppet opens. The open
poppet allows a flow path to drain port (4) for the oil pressure. Discharging part of the oil pressure to
drain lowers the hydraulic pressure that is inside the valve body. When the hydraulic pressure of oil
decreases below the magnetic force on the poppet, the poppet closes again.
Valve Operation (Engine Off)
Operation of the injection actuation pressure control valve (engine off)
(1) Oil pressure from load sensing spool
(2) Current from ECM
(3) Drain port
(4) Poppet
When the engine is off, there is no oil pressure from load sensing spool (1) and there is no current
from ECM (2). The poppet is in the open position.
Valve Operation (Engine Cranking)
Operation of the injection actuation pressure control valve (engine cranking)
(3) Drain port
(4) Poppet
During engine start-up, approximately 6.2 MPa (900 psi) of injection actuation pressure is required in
order to activate the unit injector. This low injection actuation pressure will generate a fuel injection
pressure of about 35 MPa (5000 psi). Actuation pressure will continue to increase until the desired
actuation pressure is reached. The desired actuation pressure during engine start-up is approximately 7
MPa (1000 psi).
In order for the engine to start quickly, the injection actuation pressure must rise quickly. Because the
hydraulic pump is being turned at engine cranking speed, pump flow is very low. The ECM sends a
strong current (2) to the IAP control valve in order to keep poppet (4) closed. With the poppet in the
closed position, all of the flow through drain port (3) is blocked. Oil flow through the drain port
remains blocked until an actual actuation pressure of 6.2 MPa (870 psi) is achieved. The ECM does
not send a signal to the unit injectors until this minimum actual actuation pressure is reached.
Note: If the engine is already warm, the pressure that is required to start the engine may be higher
than 6.2 MPa (900 psi). The values for the desired actuation pressures are stored in the performance
maps of the ECM. These values for desired actuation pressures vary with engine temperature.
Once the unit injectors begin to operate, the ECM begins to control the current to the IAP control
valve. The ECM signals the IAP control valve to maintain the actual actuation pressure at 7 MPa
(1000 psi) until the engine starts. The ECM monitors the actual actuation pressure through the IAP
sensor. The ECM uses the signal from the IAP sensor, signals from other engine sensors, and the
performance maps in order to calculate the desired actuation pressure. Once the desired actuation
pressure has been calculated, the ECM compares the desired actuation pressure to the actual actuation
pressure in the high pressure oil passage. The ECM adjusts the current levels to the IAP control valve
in order to reach the desired actuation pressure.
Oil Flow (Engine Cranking)
(3) Drain port
(4) Poppet
As the engine cranks, oil pressure from load sensing spool (1) enters the end of the valve body. The
oil pressure begins to act against the poppet (4). The hydraulic force that is applied by the oil pressure
from load sensing spool attempts to push against the poppet in order to open the drain port. The
current from ECM (2) causes the solenoid to generate a magnetic field which forces the poppet
against the drain port of the spool chamber. This closes the drain port. The drain port is the only path
to the drain for the oil in the valve body. The pump outlet pressure flows to the load sensing spool
valve. The load sensing spool valve dumps the oil directly to the case drain. As the pump outlet
pressure increases, the pressure in the valve body will also increase. While the pump outlet pressure
does not overcome the force on the poppet, this path to the drain will remain blocked. The load
sensing spool will continue to dump the oil pressure to the case drain and the angle of the swashplate
will remain at the maximum.
The combination of the force from the current from the ECM and the low oil pressure in the valve
body will hold the poppet in the closed position. The drain port will remain closed while the poppet is
in the closed position. This will continue until the actual actuation pressure reaches 6.2 MPa (900 psi).
Valve Operation (Running Engine)
Operation of the injection actuation pressure control valve (running engine)
(3) Drain port
(4) Poppet
Once the engine starts, the current from ECM (2) controls the IAP control valve in order to maintain
the desired actuation pressure. The IAP sensor monitors the actual actuation pressure that is in the
high pressure oil passage in the fluid manifold. The ECM compares the actual actuation pressure to
the desired actuation pressure 60 times per second. If the pressures do not match, the ECM adjusts the
current level that is being sent to the IAP control valve. This will bring the actual injection actuation
pressure closer to the desired injection actuation pressure.
The amount of current that is sent to the solenoid regulates the amount of magnetic force that is being
used to hold poppet (4) closed. The solenoid, the armature, and the push pin simulate a variable spring
that is electronically controlled. Increased current results in increased force on the poppet. Decreased
current results in a decrease of force that is acting on the poppet.
The magnetic force that is controlled by the ECM is used to hold the poppet closed. When the poppet
is closed, the pressure in the valve body increases. When the pressure in the valve body exceeds the
force that is holding the poppet closed, the poppet will begin to open. When the poppet opens, the
volume of oil that is in the valve body begins to escape to the drain. This causes the pressure in the
valve body to drop. When the pressure in the valve body drops, the poppet closes again. As the poppet
closes, the pressure begins to increase and the cycle is repeated. This process provides control to the
position of the load sensing spool. The position of the load sensing spool controls the oil flow to the
control piston.
The IAP control valve uses oil flow to control the position of the load sensing spool. The force of the
oil pressure in the valve body provides resistance against the force of the oil pressure from load
sensing spool (1). Controlling this pressure helps to control the position of the valve spool. When the
IAP control valve allows oil to pass to drain port (3), the load sensing spool is allowed to shift in the
bore of the valve body. An oil port that leads to the control piston is opened and the swashplate angle
is decreased. This effectively reduces the actual actuation pressure in the fluid rails.
As the pump pressure decreases, the IAP control valve closes the drain port through the poppet. This
reduces the flow of oil that is coming from the load sensing spool. The spool repositions in the bore of
the valve body and the oil port for the control piston is blocked. An increase in pump outlet pressure
will follow.
The amount of control that is provided for the load sensing spool is controlled by the ECM. The
electrical current from the ECM is used to control the position of the poppet valve. By opening and
closing the poppet valve, the flow of oil from load sensing spool can be regulated. When the poppet is
opened the flow of oil from the load sensing spool is increased. The position of the spool changes so
that the flow of oil to the control piston of the swashplate increases. When the electrical current from
the ECM closes the poppet, the flow of oil from the load sensing spool is decreased. This will
reposition the spool in the bore of the valve body so that the flow to the control piston is reduced.
Most of the time, the poppet and the load sensing spool operate in a partially open position. The
poppet and the spool are completely open or completely closed only during the following conditions:
• Acceleration
• Deceleration
• Rapidly changing engine loads
Oil Flow (Running Engine)
When oil flow from load sensing spool (1) enters the end of the valve body, a small amount of oil
flows into the chamber of the valve body through the edge filter. The pressure in the valve body is
controlled by adjusting the force on poppet (4). Adjusting the force on the poppet allows the poppet to
drain off some of the oil in the valve body. The force on the poppet is controlled by the strength of the
magnetic field that is produced from electrical current from ECM (2). The poppet also responds to
pressure changes in the valve body. The position of the poppet dictates the amount of oil flow that is
allowed to reach drain port (3) .
The amount of oil that is allowed to pass through the poppet controls the position of the load sensing
spool. The position of the load sensing spool determines the amount of oil that is directed to the
swashplate's control piston. The process of responding to pressure changes on either side of the load
sensing spool occurs so rapidly that the spool is held in a partially open position. This allows the
outlet pressure of the injection pump to be closely controlled. The IAP control valve allows infinitely
variable control of pump outlet pressure between 6 MPa (900 psi) and 24 MPa (3500 psi).
Components of the HEUI Injector

The HEUI injector serves four functions. The HEUI injector pressurizes supply fuel from 450 kPa (65
psi) to 160 MPa (23500 psi). The HEUI injector functions as an atomizer by pumping high pressure
fuel through orifice holes in the unit injector tip. The HEUI injector delivers the correct amount of
atomized fuel into the combustion chamber and the injector tip disperses the atomized fuel evenly
throughout the combustion chamber.
Components of the HEUI injector
(1) Solenoid
(2) Poppet valve
(3) Intensifier piston
(4) Plunger
(5) Plunger cavity
(6) Barrel
(7) Nozzle assembly
The HEUI injector consists of five basic components:
• Solenoid (1)
• Poppet valve (2)
• Intensifier piston (3)
• Plunger (4)
• Barrel (6)
• Nozzle assembly (7)
Solenoid
The solenoid (1) is an electromagnet. When the solenoid is energized, the solenoid creates a very
strong magnetic field. This magnetic field attracts the armature which is connected to the poppet valve
(2) by an armature screw. When the armature moves toward the solenoid, the armature lifts the poppet
valve off the poppet valve's lower seat. Energizing the solenoid and lifting the poppet valve off the
poppet valve's lower seat is the beginning of the fuel injection process.
Poppet Valve
The poppet valve (2) has two positions which are opened and closed. In the closed position, the
poppet is held on the lower poppet seat by a spring. The closed lower poppet seat prevents high
pressure actuation oil from entering the unit injector. The open upper poppet seat vents oil in the
cavity that is above the intensifier piston (3) to the drain port. The oil is vented to the drain port
through the upper portion of the unit injector. In the open position, the solenoid (1) is energized and
the poppet valve is lifted off the poppet valve's lower seat. When the poppet valve is lifted off the
poppet valve's lower seat, the lower poppet seat opens allowing high pressure actuation oil to enter the
unit injector. When the high pressure actuation oil enters the unit injector, the high pressure actuation
oil pushes on the top of the intensifier piston. The poppet is closed against the upper seat of the poppet
valve and this blocks the path to the drain port. Blocking the path to the drain prevents the leakage of
high pressure actuation oil from the unit injector.
Intensifier Piston
The surface area of intensifier piston (3) is six times larger than the surface area of plunger (4). This
larger surface area provides a multiplication of force. This multiplication of force allows 24 MPa
(3500 psi) of actuation oil to produce 162 MPa (23500 psi) of fuel injection pressure. When poppet
valve (2) moves away from the lower poppet seat, high pressure actuation oil enters the unit injector.
When the high pressure actuation oil enters the unit injector, the high pressure actuation oil pushes on
the top of the intensifier piston. Pressure rises on top of the intensifier piston and the pressure pushes
down on the intensifier piston and the plunger. The downward movement of the plunger pressurizes
the fuel in plunger cavity (5). The pressurized fuel in the plunger cavity causes nozzle assembly (7) to
open. When the nozzle assembly opens, the fuel delivery into the combustion chamber begins. A large
O-ring around the intensifier piston separates the oil above the intensifier piston from the fuel below
the intensifier piston.
Barrel
The barrel (6) is the cylinder that holds plunger (4). The plunger moves inside the barrel. The plunger
and barrel together act as a pump. Both the plunger and the barrel are precision components that have
a working clearance of only 0.0025 mm (0.00010 inch). These tight clearances are required in order to
produce injection pressures that are over 162 MPa (23500 psi) without excessive leakage.
Note: A small amount of controlled leakage is required in order to lubricate the plunger which
prevents wear.
Nozzle Assembly
Nozzle Assembly
(1) Inlet fill check ball
(2) Case
(3) Check
(4) Tip
(5) Tip orifice holes
The nozzle assembly is similar to all other unit injector's nozzle assemblies. Fuel that has been
pressurized to the injection pressure flows from the plunger cavity through a passage in the nozzle to
the nozzle tip (4). Fuel flow out of the tip is stopped by check (3), which covers the tip orifice holes
(5) in the end of the tip. The force of a spring holds the check down in the closed position. This
prevents the leakage of fuel out of the tip and this prevents the leakage of combustion gas into the unit
injector when the cylinder fires.
When the injection pressure increases to approximately 28 MPa (4000 psi), the hydraulic force from
the fuel overcomes the spring force. When the spring force is overcome by the hydraulic force, the
check moves away from the tip. When the check moves away from the tip, the check is in the open
position. The amount of pressure that is required to open the check is called the Valve Opening
Pressure (VOP). The fuel flows out of the tip orifice holes in the end of the tip and the fuel flows into
the combustion chamber. The check remains open and fuel continues to flow out of the tip until fuel
injection pressure drops below 28 MPa (4000 psi). When the pressure drops, the check closes and fuel
injection is stopped. The amount of pressure that allows the check to close is called the Valve Closing
Pressure (VCP).
Note: VOP and VCP will vary among applications and horsepower ratings in order to meet exhaust
emission standards. The above values were used as illustrations only.
The inlet fill check ball (1) unseats during upward travel of the plunger in order to allow the plunger
cavity to refill. The inlet fill check ball seals during the downward stroke of the plunger in order to
prevent fuel injection pressure leakage into the fuel supply.
Operation of the HEUI Injector

There are three stages of injection with the HEUI injector:
• Pre-injection
• Injection
• End of injection
Pre-Injection
Pre-injection cycle
(1) Drain port
(2) High pressure oil inlet port
(A) Low pressure oil
(B) Fuel supply pressure
(C) Actuation oil pressure
(D) Mechanical movement of internal components
During the pre-injection cycle, all internal components have returned to the spring loaded position.
The solenoid is not energized and the lower poppet seat is closed. The lower poppet seat blocks high
pressure oil inlet port (2). Actuation oil pressure is blocked from entering the unit injector. The
plunger and the intensifier piston are at the top of the bore and the plunger cavity is full of fuel. Fuel
pressure in the plunger cavity is equal to the fuel supply pressure. The fuel supply pressure is
approximately 450 kPa (65 psi).
Injection
Injection cycle
(1) Drain port
(E) Fuel flow
(F) Injection pressure
While the solenoid is energized, the poppet valve remains open. While the poppet valve is open, high
pressure oil continues to flow into the injector. The flow of the high pressure oil pushes downward on
the intensifier piston and the plunger. The injection pressure fluctuates from 34 MPa (5000 psi) to 162
MPa (23500 psi). The injection pressure depends on the engine's requirements. Injection continues
until either the solenoid is de-energized or the intensifier piston hits the bottom of the bore. When the
solenoid is de-energized, the poppet spring is allowed to close the poppet valve. When the poppet
valve closes, high pressure oil inlet port (2) is blocked.
End of Injection
End of injection
(1) Drain port
(E) Fuel flow
The end of the injection cycle begins when the ECM stops the current to the unit injector solenoid.
The magnetic field of the solenoid breaks down and the magnetic field is unable to overcome the
spring force of the poppet. The poppet returns to the lower poppet seat which closes high pressure oil
inlet port (2). When the poppet valve closes, high pressure oil is stopped from entering the unit
injector. As the lower poppet seat closes, the upper poppet seat opens to drain port (1). When the
upper poppet seat opens to the drain, the actuation pressure of the oil drops off.
Fuel injection pressure under the plunger exerts an upward force on the plunger and the intensifier
piston. As the pressure of the actuation oil above the intensifier piston drops off, the downward force
on the intensifier piston drops off. The upward force of the fuel injection pressure under the plunger
suddenly becomes greater than the downward force on the intensifier piston. The downward motion
of the intensifier piston and the plunger stops.
The exhaust oil on top of the intensifier piston can flow to the drain port through the open upper
poppet seat. Then, the oil flows through a vent hole to the rocker arm compartment under the valve
cover.
When the downward travel of the plunger stops, fuel flow also stops. While the check is still open, the
remaining fuel pressure pushes a small amount of fuel out of the orifice holes. This causes a large
pressure drop which lowers injection pressure below VCP. Spring tension on the check now reseats
the check into the tip and injection stops.
When the check closes, injection stops. When injection stops, the fill cycle starts. The area above the
intensifier piston cavity is open to atmospheric pressure through the drain port. Pressure drops very
rapidly in the cavity above the intensifier piston to near zero. The return spring of the plunger pushes
up on the plunger and the intensifier piston. As the plunger and the intensifier piston move upward,
oil is forced out of the drain port.
As the plunger rises, pressure in the plunger cavity also drops to near zero. The fuel supply pressure is
450 kPa (65 psi). Fuel supply pressure unseats the plunger fill check in order to fill the plunger cavity
with fuel. When the intensifier piston is pushed to the top of the bore, the fill cycle ends. When the fill
cycle ends, the plunger cavity is full and the inlet fill check ball is reseated. Pressure above the
intensifier piston and the poppet chamber is zero. The fuel injection cycle is complete and the unit
injector is ready to begin again. The unit injector is now back in the pre-injection cycle.
Water Separator (if Equipped)
(1) Fuel inlet
(2) Water separator
(3) Drain valve
(4) Fuel return
Some engines may have a water separator. Water that has been separated from the fuel can be drained
from the unit by opening the drain valve (3) .
Copyrigh t 1993 - 2 017 Caterpillar Inc. Sat Dec 2 14:40:11 UTC+ 02 00 2 017
All Righ ts Res erv ed.
Priv ate Netw ork F or SIS L icens ees .

Fuel System: Systems Operation

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Fuel System: Systems Operation

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HEUI fuel system (typical example)

(1) Unit injector hydraulic pump

(2) Oil flow to the engine

(3) Oil filter

(4) Engine oil pump

(6) Oil cooler

(7) IAP control valve

(8) IAP sensor

(9) Fuel transfer pump

(10) Secondary fuel filter

(11) Fluid manifolds

(12) Fuel tank

(13) Fuel pressure regulator

(14) Speed-timing wheel

(15) Engine speed/timing sensors

(16) Primary fuel filter

(17) Water separator

(18) Oil temperature sensor

(19) Engine boost pressure sensor

(20) Coolant temperature sensor

(21) Coolant level sensor

(22) Oil pressure sensor

(23) Fuel pressure sensor

(24) Fuel temperature sensor

(25) Atmospheric pressure sensor

(26) Throttle position sensor

(27) Data link

(28) Alarm warning lamp

(29) Diagnostic lamp

(30) Electronic Control Module (ECM)

This fuel system consists of six basic components:

• Hydraulic Electronic Unit Injector (HEUI) (5)

• Electronic Control Module (ECM) (30)

• Unit injector hydraulic pump (1)

• Injection actuation pressure control valve (7)

• Fuel transfer pump (9)

• Injection actuation pressure sensor (8)

Electronic Control Module (ECM)

Unit Injector Hydraulic Pump

Injection Actuation Pressure Control Valve (IAP Control Valve)

There are three components of the pressure control valve assembly.

• Injection actuation pressure control valve

• Compensator valve assembly

The compensator valve assembly contains three major parts:

• Load sensing spool

• Pressure limiter spool

Fuel Transfer Pump

Injection Actuation Pressure Sensor (IAP)

Operation of the HEUI Fuel System

Low pressure fuel system (typical example)

(9) Fuel transfer pump

(10) Secondary fuel filter

(11) Fluid manifolds

(12) Fuel tank

(13) Fuel pressure regulator

(16) Primary fuel filter

(17) Water separator

The low pressure fuel system consists of seven basic components:

• Fuel tank (12)

• Water separator (17)