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SAE TECHNICAL
PAPER SERIES 930271

Development of the HEUI Fuel System-

Integration of Design, Simulation,
Test, and Manufacturing

A. R. Stockner, M. A. Flinn, and F. A. Camplin

Caterpillar Inc.

Reprinted from: New Diesel Engines and Components

(SP-961)

The Engineering Society

For Advancing Mobility International Congress and Exposition
Land Sea Air and Space® Detroit, Michigan
March 1-5, 1993
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Development of the HEUI Fuel System
Integration of Design, Simulation,
Test, and Manufacturing
ABSTRACT
Caterpillar Inc. has developed a new diesel engine
fuel system, powered by hydraulics and controlled
electronically. This Hydraulic Electronic Unit Injector
(HEUI) requires no mechanical actuating or mechanical
control devices. HEUI offers many advantages over
conventional diesel engine fuel injection systems.
The HEUI design and development process
focused on providing a product which meets the
customers’ needs for a reliable, cost effective fuel injection
system with performance characteristics enabling the
engine to meet future stringent emissions and noise
regulations. This paper describes some of the unique
hydraulic and structural analysis tools and techniques,
and the integration of the design, analysis, test, and
manufacturing processes used in the development of the
HEUI product.
INTRODUCTION
Increasingly stringent U.S. and European engine
noise and emissions regulations have necessitated
technological advances in fuel and combustion systems
(Figure 1). Engine manufacturers are driven to provide
products that meet these regulations but also provide the
end user with improved performance, driveability,
reliability, and cost.
The fuel injection system is a key engine
component. Recent studies of engine and vehicle
customers, conducted by Caterpillar using the Quality
Function Deployment (QFD) (Ref. 1)* approach, helped
define the key fuel system design parameters necessary
to meet customer requirements. Several of the main
parameters
930271
A.R. Stockner, M.A. Flinn, F.A. Camplin
Caterpillar Inc.
are shown in Figure 2. A fuel system possessing these
features provides the utmost flexibility for meeting the
stringent requirements imposed on engine products.
Caterpillar has developed a fuel system exhibiting
these characteristics. HEUI is a revolutionary fuel system
utilizing a hydraulic, as opposed to mechanical, actuation
mechanism. For additional information regarding the
Caterpillar HEUI fuel system, refer to SAE paper 930270
(Ref. 2).
The concept of a hydraulic fuel system is not new.
Only recent developments in analytical and design tools
and techniques permitted develoment of this system to be
production viable. This paper discusses the design and
development of the HEUI fuel system. Particular
emphasis is placed on descriptions of the design, analysis
and test tools and techniques used during development.
Examples describe how the tools were integrated and
utilized to resolve development issues in a CPPD
(Concurrent Product Process Development) environment.
PROGRAM
HEUI Fuel System development began as a joint
effort between Caterpillar Inc. and an engine customer,
Navistar International Transportation Corporation.
Navistar’s development of the T444E diesel engine (Ref.
3) required the concurrent development of a highly
advanced fuel system which could provide the features
necessary for an engine being developed for the 1990s.
* Numbers in parentheses designate references listed at
end of paper.
1
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Figure 1
Several of the key program milestones leading to
Caterpillar’s scheduled production date are shown below.
Time (Months) Milestone
0 Fuel System Design Work Began
2 Initial Fuel System Prototype Tests
6 Initial Engine Prototype Test
8 Initial Vehicle Testing
30 Pre-production Vehicle Tests
60 1,000,000 Mile Reliability Demonstration
WHAT IS HEUI?
The HEUI Fuel System consists of five main
components as shown in Figure 3. Key to the system are
the injector, supply pump, and electronic control module.
The supply pump uses a portion of the engine’s
operating oil to provide actuating fluid to the hydraulic
injectors. This pump is charged by the conventional
engine lubrication system. Pump output pressure level,
controlled electronically by the Electronic Control Module
(ECM) through the use of the Rail Pressure
2
Control Valve (RPCV), is set independent of engine
speed. Typical oil pressures range between 4 MPa and 23
MPa. Fuel injection pressure levels of 120 to 150 MPa are
produced by the injector’s hydraulic intensification
mechanism.
The HEUI injector is shown in Figure 4. Injection
events are controlled electronically through poppet valve
actuation. To initiate injection, the solenoid is energized
allowing pressurized actuating fluid into the injector. This
fluid is hydraulically intensified to the desired fuel pressure
level by sizing the diameters of the intensifier piston and
fuel plunger. Injection will continue until the solenoid is de-
energized, the poppet returns to the lower seat, and the oil
and fuel pressure levels decay.
DEVELOPMENT APPROACH
One of the key management strategies was to
complete HEUI development in a structured CPPD
environment. This simultaneous process placed Product
Design, Analysis, Purchasing, Marketing, Product
Support, Accounting and Manufacturing personnel in an
office cell. This organization, combined with daily
interaction
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Fuel System Design Parameters

For the 90’s

Customer Wants How Accomplished Fuel System Requirements

- Always Starts, Always Runs - Superior Product Reliability - Starts to 20,000 cPs
- Superior Product Durability - Reliability Confidence Demonstration

- Minimum Owning/Operating Cost - Low Initial Cost - Target Cost

- Good Fuel Economy - Short Injection Duration
- Time Based injection
- Injection Timing Flexibility

- Good Driveability - Quick Engine Response - High Injection Pressure at Low

Speeds
- Fuel System Response

- Minimum Noise, Vibration, Harshness - Consistent Unit - to - Unit Delivery

- Consistent Unit - to - Unit Timing
- Good Governability
- Injection Timing Flexibility

- Good Diagnostics/ - Electronic Diagnostic Capability - ECM/Software/Communications

Low Maintenance - Minimal Maintenance Requirements - Good Durability/Reliability
- Electronic Stategies - ECM/Software

- Sociability - Low Noise - Rate Shaping

- Injection Timing Flexibility

- Meet Emission Regulations - High Injection Pressure

- Injection Timing Flexibility
- Rate Shaping
- Time Based injection
- Electronically Controlled Injection
Pressure

Figure 2

with development test personnel, provided an TOOLS

environment conducive to meeting program goals.
Training in the use of CPPD tools such as QFD, DFA,
FMEA, PUGH, Taguchi, and Reliability was provided to
optimize team effectiveness. An extensive QFD Study
was used to guide development based on customer
product requirements. Production readiness reviews
evaluated QFD conformance. Complete product and
process FMEAs were jointly developed by Manufacturing
and Engineering. Resolution of high Risk Priority Numbers
was a key part of manufacturing process development.
Advanced analysis techniques were used to guide
design. The program would not have been practical using
traditional design-build-test techniques. Development of
new analysis tools and techniques to solve the problems
encountered was a major effort.
Other strategies implemented to assure program
success were the incorporation of supplier teams, on-site
support of Navistar’s engine development program, and
frequent interaction between engine and fuel system
development teams.
ANALYSIS - Hydraulic and structural analysis was
key to the development of HEUI. Typically, one third to
one half of the development program manpower was
allocated to the analysis effort. This resulted in fewer
iron/test cycles, minimized development time, and
reduced costs.
The primary hydraulic and structural analysis tools
and the types of analysis completed are shown in Figures
5 and 6. Several of the software packages shown are
commercially available. Others were developed internally
and are for use within Caterpillar.
The majority of analysis simulations were
completed on Caterpillar’s Vax and IBM main frame
computers. A communications link to the Cray
Supercomputers at the National Center For
Supercomputing Applications reduced computer time on
complicated, 3-D computational fluid dynamics (CFD)
simulations by a factor of five. Over 100 Cray hours were
used.
Many iterations were needed as the injector design
evolved. Of particular benefit in modeling component and
system hydraulic performance were Caterpillar’s 1-D
hydraulic code called
3
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Figure 3
DYNASTY and the 3-15 CFD code PHOENICS. ANSYS
and the boundary element analysis package EZBEA
developed at Caterpillar were the primary structural
analysis packages. The capabilities of simulation tools
were evaluated during development and each package
was utilized where it was most effective.
In hydraulic simulation efforts, several factors
contributed to success. The first was the utilization of
Taguchi Design of Experiments techniques to structure
the analysis procedures and to aid in the analysis of
results. By properly structuring the simulation procedures,
insight was gained into understanding the main effects of
each variable and the complex interactions of those
variables. Another program aiding the analysis and
interpretation of results was RS-1. This program was used
to structure test matrices, analyze results, complete
Monte Carlo analyses, and structure regression analyses.
A second contributor to the success of the hydraulic
simulation efforts was the manner in which models were
constructed. Sub-component models were constructed
which could be correlated with results from lab component
tests. In this manner, a complete model could be
constructed from component models with a high degree of
confidence that results would correlate well with tests.
4
Another successful technique was to model the
complicated fluid flow characteristics in a component
using 3-D CFD tools and feed these results into the
simpler, broader 1-D analysis models. This tactic was very
useful in quantifying characteristics such as flow
coefficients, poppet flow forces, and pressure losses in
complex, high pressure passages. An example of analysis
to test correlation for hydraulic simulation is shown in
Figure 7.
Figure 4
Structural analysis was completed in a similar
manner. Component testing was completed to correlate
analysis and test results. New analysis techniques were
developed for unconventional analysis areas such as seat
contact stress with repeated contact and analysis of
components with new materials and processing.
Validation of these analysis results was established
through structural and wear/scuffing tests conducted in
the development lab.
By devoting appropriate resources to the
development and application of hydraulic and structural
analysis tools and techniques, an enhanced modeling
capability was developed at Caterpillar. Having the
analytical capability aided in resolving development
problems, and allowed all development personnel the
opportunity to understand the fundamental operating
characteristics of the HEUI system. This served as the
foundation for the development of HEUI.
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to enable system development.

Endurance benches, similar in design to the
DESIGN - The design of the HEUI Fuel System was
multi-cylinder performance benches, were used to qualify
done on a central CAD system shared with the
injector components. Specially designed tests were
manufacturing planning and analysis groups. This
developed by Caterpillar to verify component structural
resulted in a common data base facilitating information
capability and wear
and drawing exchange, both within the group and with the
customer. All detail drawings were prepared in a 2D
format, with drawings also available in 3D models,
resulting in quick response from structural analysis. Many
design tools were used to expedite the design of the HEUI
Fuel System, including spreadsheets for tolerance
stack-ups, a new spring design program, nozzle orifice
design information program, and engine fueling program.
Most of the design tools were PC based with a LAN
network allowing access to the entire team.
TEST - Numerous performance and endurance
benches were utilized to assure the robustness of the
HEUI Fuel System. All benches incorporated the engine
electronic control package modified to provide override
capability of system operating parameters. For
performance optimization, a single element test bench
with multiple fuel and oil tanks was employed. Other
performance benches were equipped with multi-cylinder
heads, similar in geometry to the actual engine,
Figure 7
5
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and scuffing resistance. All HEUI components passed a
structural fatigue test which required failure-free
completion of 5 million cycles at accelerated load factors.
The wear and scuffing test requires service-free,
functionality of all injectors after 1000 hours at an overload
condition. These accelerated test methods were
correlated to actual field experience on various production
Caterpillar fuel systems. Over 40,000 test bench hours
were accumulated.
Test data was gathered with digital, concurrent test
and analysis data acquisition systems. This enabled
engineers and technicians to reduce and interpret test
results with the aid of computer software packages and to
interact directly with analysis software for comparison with
predictions. The digital data was often transferred to
analysis personnel for further study of the test results or
for model enhancement purposes.
A considerable number of dynamic operating
parameters were monitored in injector tests as illustrated
in Figure 8. Poppet valve motion was detected with a
fiber-optic, send/receive probe aimed perpendicular to the
valve guide. The probe was immune to electrical
interference, required because of its close proximity to the
solenoid.
Figure 8
6
A strain gauge, used to measure injection pressure,
was applied to a flat on the nozzle sleeve near the
nozzle’s high pressure fuel passage.
A piezoelectric pressure pickup, with associated
damping tube, was used to measure injection rate.
Because of its low cost and high reliability, this type of rate
gage was installed at each injector location on all test
benches. It was especially useful on endurance benches
to monitor performance. This system was also used on
the production test machine to measure start of injection
relative to start of current.
MAJOR DEVELOPMENT HURDLES
The following are HEUI development areas where
the tools discussed previously were used to resolve major
development problems.
FUEL VS. OIL POWER - The initial design of HEUI
utilized fuel for the actuation fluid. Development and
analysis identified four fundamental problems with this
approach which prevented its viability for high volume
production.
1. Poor hot engine starting capability due to high pressure
pump inefficiencies at cranking speeds.
2. Excessive wear on high pressure pump components
due to the relatively poor lubricity of diesel fuel.
3. Higher than prudent fuel temperatures.
4. Large pressure oscillations within the injector and in the
manifolds at poppet closure (end of injection).
Although these problems were technically solvable,
solutions would have resulted in system complication and
increased cost.
The use of engine oil as the actuation fluid resolved
all of these problems. However, it also offered a strong
technical challenge in developing robust cold engine
operation.
COLD OPERATION - A great deal of development
was devoted to the injector to improve its operation at
temperatures to -40°C and oil viscosities to 20,000 cPs.
This is well beyond the Borderline Pumping Temperature
(BPT) of petroleum based engine oils as recommended in
SAE J300. The HEUI Development Team needed to be
educated on the properties and behaviors of oils at these
non-Newtonian conditions. The initial hydraulic analysis
models could not predict system behavior at high
viscosities. Literature searches were conducted;
manufacturing and grade variability of engine
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oils were surveyed; and lubricant experts were consulted

in efforts to update models for cold operation simulation
(Figure 9).

Figure 9
Cold capability test results were acquired using a
newly developed laboratory bench test that used an oil
and viscosity improver mixture as the actuation fluid. The
fluid was maintained at high viscosities near room
temperature, thereby eliminating the need to reduce
ambient temperature to obtain test results. This bench
proved to be an invaluable tool in understanding cold
injector performance and correlating model results. Figure
10 illustrates how injection timing changes with viscosity.
This characteristic is software compensated. Typical cold
test bench
Figure 11
Development focused in several areas: poppet
motion, injection pressure, intensifier return, software
strategies, and the engine’s lube oil and starting systems
(Patent Pending). Figure 12 summarizes the injector
changes required to improve operation at colder
temperatures, while Figures 11 and 13 show the effects of
these changes on performance. Engine cold starts and
operation in the lab and field have demonstrated
successful starts to -40°C and the hydraulic analysis
model now accurately predicts injection behavior at all
operating conditions.

Figure 10
delivery data is shown vs. the injector modeling results in
Figure 11 for both an early version and current version
injector. Figure 12

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Figure 13
HELMHOLTZ PROBLEM AND RESOLUTION -
The HEUI Fuel System can exhibit Helmholtz pressure
instability when used in applications with multiple oil
manifolds, i.e. Vee engines (Ref. 4). This phenomenon
occurs when an injector from one manifold is actuated and
excites a pressure wave that travels to the other manifold
(Figure 14).
Figure 14
Since the quantity of fuel injected is dependent upon
manifold pressure, the potential for cylinder-to-cylinder
fuel delivery differences exists during this instability. The
Helmholtz phenomenon was simulated in the hydraulic
model to identify a solution. Analysis predictions showed
that orificed, plate check valves could be used to isolate
the manifolds and eliminate Helmholtz resonance. Valve
design is dependent on manifold volume, volume required
by the injector, acceptable manifold pressure decay,
8
and system back pressure. Figure 14 illustrates the
effectiveness of the check valves in resolving this
problem.
PERFORMANCE - One of the major HEUI
development areas was performance. A significant
design, analysis and test effort was conducted to assure
that HEUI was developed to meet or exceed the
performance of conventional mechanical fuel systems.
The performance areas that will be discussed here are
sensitivity, variability, and injection rate shaping.
Injector/System Sensitivity - Early in the
development program, DYNASTY was used to study
HEUI’s performance sensitivity to design and
manufacturing parameters. The effects on performance
due to changes in poppet lift, solenoid air gap, fluid
passage size, intensification ratio, nozzle VOP/VCP,
nozzle check lift, solenoid force level and many other
factors were simulated (Figure 15). The analysis
Figure 15
was validated through testing. The information gained in
this analysis was used to define acceptable component
design parameters and tolerances. In many instances,
tolerances could be loosened, and product cost reduced,
with no resulting effect on performance.
A similar study was conducted to assure an
acceptable first pass test rate could be achieved during
final performance testing of the injector.
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Figure 16
To determine the anticipated variability during the
manufacture of a large quantity of injectors, a Monte Carlo
analysis feature was utilized. In this analysis, 10,000
injectors were built analytically with component tolerances
Figure 17
exercised to their limits through statistical methods. The
units were then analytically tested using the sensitivity
factors established with DYNASTY and bench tests. The
performance variation of the injector build population was
established and found to be acceptable and within
anticipated limits (Figure 16).
Variability - The performance of fuel systems must
be robust against environmental factors. Hydraulic
analysis and test efforts aided in understanding the effects
of variations in the environment on the way the HEUI Fuel
System performs.
One HEUI System variability study was completed
utilizing simulation and bench testing to define the
variability due to changes in fuel and oil temperature, fuel
pressure, rail pressure, electronic waveform, build
consistency, and time (component wear). The change in
each of these parameters was established for the
anticipated change in environmental condition as defined
in the system QFD. These results were statistically
combined to define the anticipated HEUI System
variability and then compared with the anticipated
variability of conventional fuel systems (Figure 17). This
study helped define component tolerance levels and
confirmed the benefit of measuring and adjusting for fuel
temperature variation. HEUI variability was found to be as
good as, or better than, conventional fuel systems.
9
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A variability analysis, team consisting of Rate Shaping Attributes

representatives from the vehicle, engine, electronics, and Device Type
fuel systems development groups undertook a similar
Restrictive Retractive Spill Control
study to define the anticipated performance changes due
Idle Rate
to variability in components within the engine, fuel system, Control + + +
and electronic system. The study altered all system
Rated Rate
parameters within tolerance limits and quantified the Control - - +
effects of environmental changes. A potential problem in
Short Duration
engine timing variation was identified and subsequently Injection + + +
corrected. Quick End
Injection + - +
Injection Rate Shaping - The fuel system design
specifications included a requirement for initial rate of Low
Variability + + +
injection control or rate shaping. One of the unique
capabilities of hydraulic systems is their ability to be tuned Good
Manufacturability - - +
by varying the design of system components. This rate
Low Oil
tuning helps in achieving desirable performance
Flow + + -
characteristics. By controlling the oil inlet configuration of
the injector, a desirable reduction in initial injection rate is Figure 19
achieved as defined by analysis. Later tests on engine
Variable restriction devices are not effective in the
show the anticipated reduction in NOx emissions (Figure
HEUI Fuel System because of reflected pressure waves
18).
from the restriction, whether located on the fuel or oil
actuation side of the injector. Retractive devices are
generally complicated, offer only a limited range of
operation, and can cause an undesirable slowing of the
end of injection. Spill control devices offer flexible rate
shaping across the entire operating range.

Figure 18
A more significant change in initial rate of injection
will help to meet future emissions regulations. Many
design concepts were studied to identify a flexible device
which would operate satisfactorily at all engine speed and
load conditions. Rate shaping devices may be classified
as one of three types: restrictive, retractive, or spill control.
Restrictive devices cause a pressure drop of either the
actuating oil or the fuel, resulting in lower injection
pressure. Retractive devices temporarily store either oil or
fuel during the initial portion of injection, while spill control
devices bleed a portion of the flow from the circuit. A
comparison of the three types and their characteristics is
shown in Figure 19. Figure 20

10
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This principle, adapted to the HEUI Fuel System allows
unique rate shaping characteristics.
The HEUI spill control device, called PRIME
(Pre-Injection Metering), can operate with split injection
throughout the load and speed range. Performance is
directly controlled by the plunger and barrel geometry
along with the injector actuation pressure. No additional
parts are
Figure 21
Figure 22
required (Figure 20). After injection begins, a small
amount of fuel is spilled from the plunger barrel. At higher
pressures, the initial split injection smoothly transitions to
the desired high load diagram, exhibiting initial rate
shaping followed by a high pressure, short duration
injection (Figure 21). By changing the plunger and barrel
geometry, the quantity of fuel injected in the initial split
injection can be varied from 30% to 100% of idle fuel
quantity. Figure 22 shows a typical engine idle condition
with a 50% quantity split and overall injection duration of
five engine degrees.
Engine tests with PRIME show lower engine NOx
emissions and combustion noise at equivalent soot levels
across the load and speed range (Figure 18). The system
is flexible in operation, since the desired level of duration
and degree of rate shaping is controlled by the injector
actuation pressure.
COMPONENT DEVELOPMENT -
Poppet Response - Many forces influence poppet
valve performance: solenoid, spring, mass, fluid flow, etc.
Some of the more significant forces are those resulting
from fluid flow across the poppet seats and the forces
resulting from pressure acting on valve areas during
travel. These are called flow forces.
To aid in understanding these forces, a 3-D CFD
valve model was constructed. Utilizing flow rates
established by DYNASTY, the flow forces acting on the
valve at a particular instant could be quantified (Figure
23). By completing this analysis at a number of poppet lifts
and combining these results with a number of other known
force values, a resulting total force could be defined while
the valve traveled between seats (Figure 24). This
analysis, completed with a number of viscosity levels and
flow rates, was essential in developing HEUI to be robust
at all conditions.
Lift/Air Gap - Achieving fast poppet valve response
times was critical to injector performance. One problem
with fast valve response was the impact force generated
as the poppet contacted its seat. In early versions of
HEUI, these high force levels resulted in poppet and body
seat deformations. Increases in poppet valve lift and air
gap of 30-50 microns during operation were typical. These
resulted in increased fuel delivery over time.
To resolve this problem, ANSYS and ABAQUS
models of the valve and its seats were constructed.
Modeling showed that wear was occurring
11
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Figure 23
were established for several potential design solutions.
Changes in geometry improved the stiffness of key
components, reduced the seat contact stress, and
minimized relative motion (Figure 26). Analysis
predictions of the reduction in wear due to these design
changes were substantiated through high hour durability
tests with used engine oil.

Figure 24
because of high impact loads at the seats, plus the
resulting motion of the seat components (Figure 25).
Wear factors, defined analytically through the
algorithm:
W = 18.52 × S1.5957 × P 0.8482
W = Wear Factor
S = Slippage (mm)
P = Interface Pressure (MPa) Figure 25

12
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Figure 26
VCO Tip Design - Early in the HEUI injector design
program, it was clear that the use of a valve-closed-orifice
(VCO) tip offered advantages in meeting low emission
levels. Some two valve cylinder head configurations
require the injector be installed at an angle, with nozzle
orifices placed in an oblique pattern relative to the piston
centerline. This results in a high stress concentration
factor at the seat/orifice intersection. Consequently, wall
thickness must be increased for the VCO tip design as
compared to a sac-type nozzle which typically has a
0.60-0.80 mm wall. Thick sac walls are undesirable in that
they may result in poor spray quality and higher
emissions. Therefore, the challenge was to develop a
thin-wall, VCO tip for HEUI.
The typical VCO tip wall thickness is based on the
traditional stress concentration curve available from 2D
stress analysis (Figure 27).

Figure 28
Figure 30. The 2D factors compare favorably with the 3D
factors if the orifice is normal to the check seat, but differ
at smaller angles. At an angle of 60°, stresses are 25%
lower than predicted with 2D analysis. This shows that a
thin wall VCO tip is viable. The effect of orifice size on the
nozzle pressure capability is shown in Figure 31.
Allowable injection pressure with acceptable structure is
shown for both five and six orifice holes.

Figure 27
Figure 28 shows the typical stress distribution around a
sharp edge hole orifice and the check seat as determined
with EZBEA (Boundary Element Analysis) 3D analysis.
Figure 29 shows the minimum wall thickness of the tip vs.
the orifice angle θ at 120 MPa rated injection pressure.
Results of this analysis are plotted in terms of stress
concentration factor vs. angle θ in Figure 29
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Figure 30
Figure 31
A cross section of the VCO tip is shown in Figure
32. The addition of the radius at the seat/orifice
intersection is used to improve nozzle flow and spray
characteristics. Testing of the tip at elevated injection
pressures has validated the analysis, resulting in a thin
wall VCO tip.
MANUFACTURING - One of the largest challenges
in manufacturing the HEUI Fuel System was designing
and implementing the fully automated assembly and test
system which could assure high product quality and
reliability. A by-product of this effort was a significant
reduction
14
Figure 32
in assembly and test manpower. System features include
flexible assembly and test modules and a sophisticated
parts and information network. Twenty-two assembly
robots and 12 vision stations complete the entire
assembly process. Testing is fully automated, with 100%
functional testing of the HEUI nozzle group and complete
injector. Figure 33 shows a portion of the HEUI product
assembly and test area.
The injector components were designed for ease of
assembly and test. Supplier input was sought at every
phase of the project. The initial injector design
incorporated 59 parts with 13 categorized or select-fit
components. The production design has 37 parts with 5
categorized or select fit components. This was achieved
by paying constant attention to all aspects of
manufacturing for the entire program. Fewer parts and
assembly operations resulted in both reduced system
buffering requirements and associated problems of space,
records, and extra inventory.
An invaluable element of this manufacturing
strategy was the ability to produce prototype hardware on
production equipment. This aided in the fuel system
reliability demonstration.
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Figure 33

SUMMARY program. Upgrades to these procedures because of

knowledge gained during this project will enhance
The Caterpillar HEUI Fuel System is a unique concept; it Caterpillar’s fuel system development capabilities for
is the first hydraulic fuel system developed for high future products and applications.
volume production. This hydraulically actuated,
electronically controlled fuel system was developed to
meet specific engine and vehicle customer requirements.
It offers many innovative features which allow the product
to achieve good performance, reduced emissions,
improved reliability, and efficient packaging at low cost.
The authors wish to thank their colleagues for
Development of a totally new fuel system in support making this paper possible. The program would not have
of Navistar’s innovative engine program was possible only been successful without the talents and time given by all
through the structured development approach. New involved in the product’s development.
CPPD tools and techniques, combined with an
environment conducive to tool utilization, sped resolution
of the tough technical challenges encountered in this

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References:

1) E. Harold Vannoy and James A. Davis, "Test

Development Using the QFD Approach", SAE Paper
890807 (1989).

2) S.F. Glassey, A.R. Stockner, M.A. Flinn, "HEUI — A

New Direction for Diesel Engine Fuel Systems", SAE
Paper 930270 (1993).

3) M.J. Hower, R.A. Mueller, D.A. Oehlerking, M.R. Zielke,

"The New Navistar T 444E Direct-Injection Turbocharged
Diesel Engine", SAE Paper 930269 (1993).

4) U.S. Patent No. 5168855 Assigned to Caterpillar Inc.

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