Structure and Function

Fuel System
Section 2_4

Page 1 (01/05) Media # KT900603

Fuel Flow

1. Fuel inlet from tank

2. Fuel filters with water separation
3. Fuel pump inlet tube
4. Fuel pump
5. Fuel control valve supply tube
6. Fuel timing supply tube
Page 2 (01/05) Media # KT900603
Fuel Flow

1. Fuel inlet from tank

2. Fuel filters with water separation
3. Fuel pump inlet tube
4. Fuel pump
5. Fuel control valve supply tube
6. Fuel timing supply tube
Page 3 (01/05) Media # KT900603
Fuel Flow

7. Fuel rail supply tube

8. Fuel rail dampening hose
9. Electronic fuel control valve assembly
10. Injector
11. Fuel return tube
12. Fuel drain (engine to fuel tank)
13. ECM.
Page 4 (01/05) Media # KT900603
Fuel Specs

Page 5 (01/05) Media # KT900603

Fuel Specs

Page 6 (01/05) Media # KT900603

Overview of The HPI Fuel System

HPI System
Architecture

Page 7 (01/05) Media # KT900603

Fuel System Specifications

Supply Return
Fuel Flow: 584kg/hr (1285lb/hr)564kg/hr (1242lb/hr)

Minimum Fuel Line Sizes: 19.1mm (.75 in.) 19.1mm (.75 in.)

Maximum Fuel Line Restriction: Clean Filter Dirty Filter

At Fuel Pump: 120mm Hg (4.0in. Hg) 203mm Hg (8.0in. Hg)

Injector Return Line: 229mm Hg (9.0in. Hg) 229mm Hg (9.0in. Hg)

Page 8 (01/05) Media # KT900603

SAA6D170 – HPI Fuel System

The SAA6D170 - HPI fuel

system is the newest in fuel
technology from IPA.
The fuel system offers
infinitely variable injection
timing using a simple,
efficient design, with
injection pressures beyond
any current Cummins or
Komatsu fuel system.

Page 9 (01/05) Media # KT900603

Applications

The HPI engine will be used first in the D375A-3, PC1250-7,

HD465/605-7 and the WA600-3LC.
It will be used in other machines that currently use the SD170
to meet Tier II and Euro 2 emissions.

HPI

Page 10 (01/05) Media # KT900603

HPI Fuel System

Page 11 (01/05) Media # KT900603

HPI Fuel System
1. Fuel Tank

HD465/605-7 Fuel Tank

Page 12 (01/05) Media # KT900603

HPI Fuel System (Cont’d)
2. Fuel Filter
HD465/605-7 Optional Fuel Filters

A combination fuel filter/water separator is

standard for The 170-3HPI engine.
The filters use a 10 micron filtering media
and a water drain.
Water separator elements in the fuel filters
are mandatory due to the cooling and
lubricating needs of the actuators in the fuel
system.
Page 13 (01/05) Media # KT900603
HPI Fuel System (Cont’d)
2. Fuel Filter

HD465/605-7 Optional Fuel Filters

The fuel filter strips any water out of

the fuel and collects it in the bottom of
the filter canister.
The water can then be periodically
drained from the filter as needed.

Page 14 (01/05) Media # KT900603

Standard Fuel Filters

1. Filter bracket
2. Filter element
3. Filter case
4. Drain plug
a. From fuel tank
b. To fuel pump
cartridge

SPECIFICATIONS:
Filtering area: 1 m 2 x 2

Page 15 (01/05) Media # KT900603

Fuel Filters

Fuel flow from the supply tank

is directed to the dual fuel filter
head.
The fuel filters have water
separators and elements that
filter down to 10 microns.
Water separator elements are
mandatory as the actuators in
the control valve body are
sensitive to water.
The maximum inlet restriction at
the filters is 4 in Hg with a clean
filter and 8 in Hg with a dirty
filter.
98%efficiant
filter

Page 16 (01/05) Media # KT900603

HPI Fuel System (Cont’d)
3. Fuel Pump Assembly

The fuel pump is gear driven

through the front gear train
through the idler gear.

Page 17 (01/05) Media # KT900603

HPI Fuel System - Fuel Pump Pressure Sensor

The pressure sensor, mounted

on the end of the dampening
hose that is attached to the fuel
pump, signals the ECM to
indicate the fuel pump output
pressure.
Page 18 (01/05) Media # KT900603
HPI Fuel System - Fuel Pump Pressure Sensor (Cont’d)

The ECM uses this signal, along with other operating characteristics, such as
engine speed, to determine the signal sent to the actuator to achieve the
desired fuel output pressure. This confirmation of the desired pressure by a
sensor installed at the fuel pump outlet is referred to as a "closed loop" system.
Page 19 (01/05) Media # KT900603
HPI Fuel System - Fuel Pump Actuator

The fuel pump pressure is

controlled by the fuel pump
actuator. The actuator
receives a PWM signal from
the ECM.
Page 20 (01/05) Media # KT900603
HPI Fuel System - Fuel Pressure Control

3A. Gear Pump

3B. Pump Regulator
3C. Check Valve
3D. Fuel Pump Actuator
3E. Fuel Pump Pressure
Sensor

Page 21 (01/05) Media # KT900603

HPI Fuel System - Fuel Pressure Control

V02_3_fuel Pump Control Courtesy of Cummins Engine

Click on Image to Start Video

Page 22 (01/05) Media # KT900603

Pump Output
The gear pump output is controlled by ECM. The calibration
determines the pressure characteristics over the complete RPM range.

Page 23 (01/05) Media # KT900603

HPI Fuel System (Cont’d)
4. Control Valve
Assembly

Pump Output
Flows to the
Control Valve

Page 24 (01/05) Media # KT900603

Fuel Manifold Flow

1. Fuel inlet from pump

2. Fuel timing actuator
3. Fuel temperature sensor
4. Fuel shutoff valve
5. Fuel rail actuator
6. Fuel rail dampening hose
7. Fuel to fuel rail
8. Fuel to fuel timing.

Page 25 (01/05) Media # KT900603

Fuel Pressure Control Valve
Fuel in From Pump Timing Fuel Out Rail Fuel Out

Timing
Actuator
Timing
Temperature Pressure
Sensor Sensor

Fuel Shut-off
Valve

Rail
Rail Actuator Pressure
Sensor
Barometric
Pressure
Sensor
Page 26 (01/05) Media # KT900603
Fuel Pressure Control Valve (Cont’d)

The control valve

assembly receives
fuel flow from the
fuel pump inside the
control valve
assembly.
The fuel flow divides
to supply both
control systems.

Page 27 (01/05) Media # KT900603

Control Valve Assembly

The core of the SAA6D170

- HPI fuel system is the
control valve assembly.
Fuel flow produced by the
pump is delivered to the
control valve assembly.
The assembly consists of a
shut down solenoid valve,
two fuel actuator valves,
and two fuel pressure
sensors.
The ECM mounts on the
front of the assembly
housing.
Page 28 (01/05) Media # KT900603
Control Valve Assembly (Cont’d)

The control valve assembly has

one fuel inlet port and two outlet
ports. Each outlet port is
controlled by a separate
actuator.
 The fuel rail actuator

controls the fuel required

for combustion.
 The timing fuel actuators

controls the fuel

necessary to control
injector timing.

Page 29 (01/05) Media # KT900603

Rail Pressure Control
The actuator is an electronically
controlled spool type control valve. The
coil receives a PWM signal from the
ECM. Depending on the signal from the
ECM, the spool will move to the left
uncovering the inlet port and allowing
fuel flow.

Page 30 (01/05) Media # KT900603

Timing Control System

The control system that maintains the timing rail pressure consists of the
timing rail actuator and timing rail pressure sensor. Fuel pressure in the
timing rail is controlled by the timing rail actuator which is also controlled
by the ECM.
Page 31 (01/05) Media # KT900603
Fuel Pressure Control Valve

The control system that maintains fuel rail pressure consists of a rapid
restart fuel shut-off valve, fuel rail actuator, and fuel rail pressure sensor.
Fuel flows through the rapid restart fuel shut-off valve first and then to the
fuel rail actuator.
Page 32 (01/05) Media # KT900603
Timing Control System

The timing rail pressure sensor monitors the pressure, and

sends this information back to the ECM.
Page 33 (01/05) Media # KT900603
Rail Pressure Control

The fuel rail pressure sensor monitors this

pressure and sends this information to the ECM.
Page 34 (01/05) Media # KT900603
Fuel Flow to the Injectors

Coolant Filter
Lines

Cylinders
Cylinders 4,5,&
4,5,& 66 Cylinders
Cylinders 4,5,&
4,5,& 66

Timing
Timing Rail
Rail
Fuel Rail

Fuel
Fuel In
In

Fuel flows from the fuel pump to the control valve body. The control valve
body has two outlets, one for timing rail and the other for fuel rail.

Page 35 (01/05) Media # KT900603

Fuel Passages in Intake Manifold

Timing

Drain

Rail

Page 36 (01/05) Media # KT900603

Fuel Flow to the Injectors

Drillings in the cylinder head

intersect with the fuel manifold.

Timing fuel and rail fuel pass

through the cylinder head to
the injector drain.

Fuel from the injectors passes

through the cylinder head to
the fuel manifold.

We will talk about the HPI fuel

system injectors later in the
program.

Page 37 (01/05) Media # KT900603

HPI Fuel System (Cont’d)
5. Injector Assembly

The HPI fuel system

features a mechanically
actuated, open nozzle type
injector.
Page 38 (01/05) Media # KT900603
Page 39 (01/05) Media # KT900603
Pressure/Time Concept
The HPI fuel system utilizes the
pressure/time concept like the
PT fuel system. The PT is
completely mechanical and relies
on mechanically adjusted flow
areas to regulate fuel pressure.

The HPI fuel system, however,

controls fuel pressure by
electronically adjusting flow
areas of the actuators.

Page 40 (01/05) Media # KT900603

Pressure/Time Concept (Cont’d)

For an example of the pressure/time concept, let’s consider the following:

With equal sources of pressure connected to passages of different flow areas, if both systems are
allowed to flow for the same amount of time, more fluid will be collected in the container of the
system with the larger flow area.

Page 41 (01/05) Media # KT900603

Pressure/Time Concept (Cont’d)

If passages of equal flow area are now connected to unequal sources

of pressure, and the time the fluid is allowed to flow is held constant,
more fluid will be collected in the container of the system that has a
greater source of pressure.
Page 42 (01/05) Media # KT900603
Pressure/Time Concept (Cont’d)

Thus, if the flow area and flow time is held constant the pressure
determines the amount of fluid collected.

Page 43 (01/05) Media # KT900603

Pressure/Time Concept (Cont’d)

Finally, if passages of equal flow area are connected to equal sources of

pressure. The time the fluid is allowed to flow will determine the amount of
fluid collected.

Page 44 (01/05) Media # KT900603

Pressure/Time Concept (Cont’d)

Thus, if the flow area and fluid pressure are held constant, the time
determines the amount of fluid collected.

Page 45 (01/05) Media # KT900603

Pressure/Time Concept (Cont’d)

These three illustrations provide an excellent example of the pressure/ time

concept used in the HPI fuel system rail and timing systems.

Page 46 (01/05) Media # KT900603

Komatsu – HPI Injector

Page 47 (01/05) Media # KT900603

Injector Installed in Cylinder Head

Hold down clamp is removed and

installed with injector

Page 48 (01/05) Media # KT900603

HPI Injector

Page 49 (01/05) Media # KT900603

Injector Filter Screens

Page 50 (01/05) Media # KT900603

HPI Fuel System Injector

The HPI fuel system injector shares

many design features with PT.

However, it represents the next

generation in technology. The new HPI
fuel system injector will be capable of
up to 35,000 psi of fuel injection
pressure in the future.

Currently pressures are in the 25,000

psi range.

Page 51 (01/05) Media # KT900603

Injector Noise
HPI: High Pressure Injection System

The engine SA(A)6D170E-3 is equipped with a new

electronic
　
control type unit injector called HPI.
This system is intended to drive the plunger inside the
injector with the engine camshaft. This time, the plunger of
the injector body and the stroke were made large to
strengthen the camshaft and the drive system, and this
has made ultra-high pressure injection of 200MPa
possible.
Therefore, this system conforms to the Secondary Exhaust
Emission Regulations of the U.S. EPA. In addition, this
engine emits every clear and clean exhaust gas during
operation.

Page 52 (01/05) Media # KT900603

Injector Noise (Cont’d)

When fuel is injected a very small amount at the time of engine

deceleration or traveling downhill, a noise may occur.
It occurs when the plunger is seated on the nozzle, which does not cause
any problem in reliability and durability.
Page 53 (01/05) Media # KT900603
HHP ‘O’ Ring History

O' Ring
Position Intro. Date P/N Color Teflon Coat Comments
No changes since
Top Upper Timing Orig. 3347939 Black No product launch
2 nd Lower Timing Orig. 3347938 Brown No
Apr-99 No Change White Yes Added Teflon Coat
Changed Material (to 95
Jul-01 4010577 Blue Yes durometer) & size to
optimize fill and crush
3 rd Upper Rail Orig. 3347937 Brown No
Apr-99 No Change Green Yes Added Teflon Coat
Bottom Lower Rail Orig. 33867651 Black No
Jun-01 No Change Green Yes Added Teflon Coat
Due to Color conflict
Oct-01 No Change Brown Yes with upper Rail

Note: Any significant ‘O’ ring changes have been accompanied with a
P/N change

Spring housing groove surface finish improvement was introduced 6/30/01.

Alex Guluk 15 May, 2002

Page 54 (01/05) Media # KT900603
SAA6D170 - HPI Fuel System Injector

The new injector has three

individual moving sections:
 The lower plunger

 The timing plunger

 The upper plunger

All of the plungers are

coated with titanium nitride
to resist scuffing wear and
provide maximum service
life.

Page 55 (01/05) Media # KT900603

Lower Section

The lower part of the injector is

very similar to the PT injector.
PT HPI The plunger and nozzle are
shaped like the PT.

The fuel supply, metering, drain

and check valves are also
similar to the PT system.

One important difference is that

the lower barrel and nozzle are
one piece.

This design eliminates high

pressure joints.

Page 56 (01/05) Media # KT900603

Lower Section (Cont’d)

The open nozzle design of the

injector provides the ideal rate and
shape of injection.
A slow start of injection allows a
slower burn at the beginning of
combustion for reduced
combustion noise.
The sharp end of injection,
eliminating secondary injection,
provides reduced hydro-carbon
emission.
For every injection cycle, the stroke
of the lower plunger is 10 mm
(0.394 in).

Page 57 (01/05) Media # KT900603

Lower Section (Cont’d)

Page 58 (01/05) Media # KT900603

Timing Section

The HPI fuel system provides infinitely variable injection timing. The timing is varied by
controlling fuel pressure to the injector timing section. The timing section consists of a
balance orifice, timing plunger, and deflector ring. The timing plunger is positioned in the
barrel bore below the upper plunger.

Page 59 (01/05) Media # KT900603

Timing Section (Cont’d)

Page 60 (01/05) Media # KT900603

Upper Section

The upper section of the injector consists of the barrel, spring housing,
return spring, upper plunger top stop cap, and plunger link.

Page 61 (01/05) Media # KT900603

Upper Section (Cont’d)

Page 62 (01/05) Media # KT900603

Komatsu Presents the SAA6D170 HPI Fuel System

Theory
Of
Operation

Page 63 (01/05) Media # KT900603

Injection Cycle

We will start with the cam follower on the outer base circle. All three plungers are in
contact with each other. As the camshaft rotates, the follower rolls toward the inner
base circle which causes all three plungers to retract.

Page 64 (01/05) Media # KT900603

Injection Cycle (Cont’d)

When the lower plunger retracts far enough, the rail feed port is uncovered
and fuel is PT (pressure-time) metered through an orifice into the cup.

Page 65 (01/05) Media # KT900603

PT Theory

Remember from PT theory, the ‘P’ is

rail pressure and “T” is the time that
the feed port is uncovered. The time
will depend on engine speed.

Page 66 (01/05) Media # KT900603

Timing and Rail Metering

The rail pressure will be controlled electronically and can be as high as 290 psi, or as
low as 2 psi. The lower plunger is in its fully retracted position when the spring
retainer contacts the ledge.
Page 67 (01/05) Media # KT900603
Timing and Rail Metering (Cont’d)

The cam follower continues to roll toward the inner base circle, allowing the
timing and upper plungers to continue moving upward. When the upper plunger
retracts far enough, it uncovers the timing feed port and fuel is also PT metered
through an orifice into the timing chamber.
Page 68 (01/05) Media # KT900603
End of Timing Metering

As the cam follower starts up the injection ramp of the camshaft, the upper
plunger will move down and close the timing feed port to end timing
metering. The fuel that is metered into the timing chamber is now trapped
between the upper plunger and the timing plunger.
Page 69 (01/05) Media # KT900603
Timing Control (Cont’d)

The amount (volume) of

fuel metered into the timing
chamber determines the
separation between the
upper plunger and timing
plunger.

The amount of separation

determines the effective
length of the injector
plunger. This length
determines when injection
will start.

Page 70 (01/05) Media # KT900603

Timing Control (Cont’d)

Changing the overall plunger length changes the start of injection.

Page 71 (01/05) Media # KT900603

Timing Control (Cont’d)

The separation between the plungers varies from a minimum of 2 mm to around 9

mm this separation is sometimes referred to as “over-travel”.

Page 72 (01/05) Media # KT900603

Timing Control (Cont’d)

The trapped fuel becomes a solid link and all three plungers move down
together. As the lower plunger moves, the rail feed port is also closed.
Page 73 (01/05) Media # KT900603
Timing Control (Cont’d)

The timing and upper plungers have

a diameter of 15 mm, compared to
the 11 mm diameter of the lower
plunger.

This difference in diameter reduces

the pressures in the timing chamber
to approximately 50 percent of the
injection pressures.

Page 74 (01/05) Media # KT900603

Timing Control (Cont’d)

Therefore, if the pressure in

the timing chamber is 15,000
PSI, pressure in the cup can
be as high as 25,000 PSI.

This reduction ratio allows

the injector train to operate
with minimum stress and
wear, yet still produce
extremely high injection
pressures.

Page 75 (01/05) Media # KT900603

Injection Begins

The downward velocity of the plungers will increase

as the follower continues up the injection ramp of the camshaft.
When the pressure in the cup exceeds the pressure in the cylinder, injection begins.
Page 76 (01/05) Media # KT900603
End of Injection

Injection ends as the lower plunger makes contact with the nozzle seat. At
approximately the same time, the groove in the timing plunger aligns with the groove
in the barrel, opening the spill port. The timing fuel then spills as the upper plunger
continues its stroke.
Page 77 (01/05) Media # KT900603
End of Injection (Cont’d)

During this spill process,

the drilling in the timing
plunger regulates the fuel
pressure in the timing
chamber to keep a load
on the lower plunger.

This pressure is
necessary to prevent the
lower plunger from lifting
before mechanical
contact occurs between
the upper and timing
plungers.

Page 78 (01/05) Media # KT900603

End of Injection (Cont’d)

A spill ring is positioned over

the spill port because the
timing fuel spilling from the
chamber is under pressure.

The spill ring acts as a

pressure deflector to prevent
damage to the injector bore in
the cylinder head from the
continual release of high
pressure fuel.

Page 79 (01/05) Media # KT900603

End of Injection (Cont’d)
During the last 5 mm (0.197
in) of upper plunger travel,
the nose on the bottom of the
upper plunger engages with
the port in the timing plunger.

The clearance between the

two parts acts as an
additional flow restriction on
the fuel in the port.

This additional restriction

keeps pressure on the lower
plunger while the rest of the
timing fuel is spilling.
Page 80 (01/05) Media # KT900603
End of Injection (Cont’d)

This feature is needed to ensure that the lower plunger does not unseat
during the transition from the ramp to the nose of the camshaft lobe.

Page 81 (01/05) Media # KT900603

Mechanical Crush

As all of the timing fuel spills from the chamber, the plungers will make mechanical
contact. The downward travel of the injector train will continue creating a
mechanical crush condition on the lower plunger. This ensures that the plunger
remains sealed in the nozzle during combustion.

Page 82 (01/05) Media # KT900603

HPI Fuel System (Cont’d)
6. Fuel Cooler

The correct fuel temperature

is critical to the proper
operation of the HPI fuel
system thus, a fuel-cooling
radiator is mandatory.

Page 83 (01/05) Media # KT900603

Fuel Cooler
1. Mount Bracket
2. Core
a. From Injector
b. To Fuel Tank

SPECIFICATIONS:
Cooling Method: Air cooled
Core Type: CF40, (4.5/2P)
Heat Dissipation Surface: 6.45 m 2
Heat Dissipation Amount: 11.63
kW (10,000 kcal/h)
Fuel Pressure: Max. 5.88 kPa
(0.06 kg/cm 2)
(When fuel temperature at cooler
inlet port is 100°C)

Page 84 (01/05) Media # KT900603

Fuel Cooler (Cont’d)

This causes all drain fuel

to flow through the cooler.
Although heat is
dissipated from the fuel by
the supply tank, the use of
the fuel cooler insures
positive temperature
control

The typical drain fuel flow

rate is 2 GPM also, the
cooling radiator can have
no more than a 5 PSI
restriction.
Fuel Cooler HD465/605-7

Page 85 (01/05) Media # KT900603

Fuel Return Check Valve

In applications where the fuel supply tank is higher than the supply
into the system when the engine is not in operation.

Page 86 (01/05) Media # KT900603

HPI Fuel System (Cont’d)
7. ECM Controller
The engine controller is installed
to the control valve unit.
It controls the overall system.

Page 87 (01/05) Media # KT900603

Electronic Engine Control System

Engine mounted controller

sends fault information to the
monitor panel on the
HD465/605-7 and other
Komatsu Machines

Page 88 (01/05) Media # KT900603

HPI Fuel System (Cont’d)
8. Engine Speed Sensor

The engine speed sensor is installed to

the flywheel housing. It detects the speed
of the flywheel and inputs an analog
signal to the controller.
There is one engine speed sensor. It
holds the signal circuit for two systems.

Engine Speed

Page 89 (01/05) Media # KT900603

HPI Fuel System (Cont’d)
9. Atmospheric Pressure Sensor
The atmospheric pressure sensor
is installed to the control valve
unit.
It detects the atmospheric
pressure and inputs an analog
signal to the controller.
Barometric

Page 90 (01/05) Media # KT900603

HPI Fuel System (Cont’d)
10. Boost Pressure Sensor
The boost pressure sensor is
installed to the intake manifold.
It detects the turbocharger boost
pressure (intake pressure) and
inputs an analog signal to the
controller.
Intake Pressure

Page 91 (01/05) Media # KT900603

HPI Fuel System (Cont’d)
11. Boost Temperature Sensor
The intake air temperature sensor is
installed to the intake manifold.
It detects the intake air temperature
and inputs an analog signal to the
controller.

Intake Temperature

Page 92 (01/05) Media # KT900603

Page 93 (01/05) Media # KT900603
 End of Fuel System

Section 2_4

Exit
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