EUI-MEUI injection system

HEUI

Teacher: Joel Alfaro Cortes

Inacap Calama

1
CLASSIFICATION
• The electronically controlled pump injectors
they can be classified into two
• positions, already mentioned and shown in the
next frame.

2
 M Mechanics
H Hydraulics
M Mechanics E Electronics
E Electronics

U Unit U Unit
U Unit

I Injector I Injector
I Injector
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CATERPILLAR has various electronic injection systems that
they have evolved technologically with engines, in order to
to satisfy the increasingly strict emission regulations
contaminants, maintaining the reliability of the engines
CATERPILLAR and even improving fuel consumption. In the
technological advances have led to the development of different systems, the
the principalest is:

MEUI
Mechanically operated / electronically controlled injection unit
controlled, used in the series
3500, 3406E, 3176, 3196 and the series C 32, 27, 18, 16, 15, 13, 12, 11 and
10.

5
CCR
Electronically actuated and controlled injector unit, developed in the
C engines 4.2/6.4, C
4.4/6.6 and the series C175.
VP30 Bosch
Rotary pump with electronic control used in engines 3054/56E.

HEUI
Hydraulically actuated / electronically controlled injection unit,
what has evolved
in four versions:
HIA250 developed in 1995 on the 3126 engine platform.
HI300 developed in 1997 on the 3126B engines.
And the HEUI system developed in the 3408 and 3412 engines.
HI300B developed in the C series engines of 7 and 9 liters.
displacement.

6
MEUI- EUI

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8
Operation of the MEUI system
Fuel system
According to the scheme, the fuel flow diagram of the engine, this system begins
in the fuel tank, then it goes to the primary filter and/or separator, then it enters to
the fuel transfer pump is gear-driven and has a valve of
internal relief valve that protects the system from excessive pressures by sending the surplus out
at the entrance of the transfer pump again. When the fuel leaves the pump,
then enters the filter head, where the priming pump and valves are located
Check for the priming pump operation, the fuel passes through the filter.
secondary of 2 microns, in some engines the fuel is used to cool the ECM
(ADEM II and III) subsequently the fuel is sent to the cylinder head from the front of the
motor and feeds all the injectors to then leave the cylinder head and return to the filter head
where the pressure regulating valve is located in the filter head
just before sending the fuel to the fuel cooler or directly to the return to
tank. In most of its applications, the MEUI system does not use pressure sensor of
flammable because only a portion of the 100% of the volume displaced by the transfer pump
25% is used for demand, the remaining 75% is for refrigeration, which indicates that it is very little.
it is likely that a low fuel pressure causes engine failures

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Fuel injector
The mechanism of the fuel injectors provides the downward force.
necessary to pressurize the fuel in the injector unit. This
the mechanism allows injecting the fuel into the combustion chamber.
The force is transmitted from the camshaft lobe (2) to the injector of
combustible. The force is transmitted through the rocking lever with rollers (1)
directly to the injector (3). The adjustment screw (4) allows for height adjustment of the
injectors.
The MEUI injector is mechanically actuated by the indicated cam mechanism.
previously and is electronically controlled by the ECM command, the
The 110 VDC signal from the ECM is responsible for acting on a valve that
will then allow the entry of high-pressure fuel into the chamber of
burn

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Rocking chair
2. Camshaft lobe
3. Injector
4. Adjustment screw

13
Stages of injection
The EUI injector divides its operation into 4 stages: Pre-injection,
injection, end of injection and filling.
We will define each of the four stages.

Pre-injection
When the piston stroke is at the top, the fuel
circulates through the ducts of
low-pressure combustible passing into the body. Next,
flammable passes to the duct
the central piston and the pumping chamber located below the
piston.
Before the injection begins, the plunger starts to go down
camshaft action. The volume decrease of the chamber of
The fuel pumping moves towards the fuel gallery.
The start of fuel injection is determined when the
electronic control module (ECM) open or close the valve of
cartridge. The electronic control module (ECM) determines the
amount of
fuel injected when the valve opens or closes
cartridge.

14
Injection
When the piston is going down, the fuel circulates through the
high fuel conduits
pressure.. The fuel flows through the open poppet valve and
passes to the ducts of
low pressure combustible. When the poppet valve is closed
the action is blocked
of fuel through the poppet valve. This obstruction causes a
increase in pressure of
combustible and the injection starts. The injection continues until
the cartridge valve is
deactivate or open.
During the fuel injection race, the fuel passes
from the pumping chamber
towards the nozzle. The nozzle has a needle valve operated by
resort. The fuel circulates
through the fuel conduit around the needle valve
acting on a differential cone
generating a pressure of 5000 (Psi).. The fuel pressure
lift the needle valve of the
seat overcoming its antagonistic spring. The fuel can
circular now through the openings of the
nozzle tip passing to the combustion chamber
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End of injection
When the ECM decides to de-energize the injector solenoid, the
the poppet valve opens by the action of its spring, which allows
that the fuel found in the nozzle at pressures
up to 28000 (Psi) can flow through the poppet valve
towards the low-pressure gallery.
This generates a sharp drop in pressure (<3500Psi) in the area of
the nozzle that allows the injection to finish.

16
Filling
The fuel injector spring generates the force
sufficient to allow the tappet to remain in contact with the
rocking while the lever turns towards its base radius. The
the effort generated by the spring raises the piston to the
initial position generating a low pressure in the
pumping chamber resulting from the increase in volume. As
the solenoid is de-energized the fuel can enter
from the low-pressure gallery to the pumping chamber, which
as its volume increases, its pressure decreases, this allows
that fuel enters the injector for the
next cycle

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Electronic systems EUI-MEUI

18
Electronic Engine Control System
Above is the diagram of the component system of the electronic control of the
3500B engines. The Engine ECM is referred to as ADEM II (Advanced Diesel Engine)
Management) The ECM is responsible for synchronization, governing injection, and limiting
amount of fuel. Many electronic signals are sent to the engine ECM by
sensors, switches and senders. The engine ECM analyzes these signals and
determine when and for how long the injectors' solenoids will be energized. The
ECM supplies a 105V DC signal. The start of injection and therefore the synchronization
is determined by the start of the signal to the solenoids. The duration of the signal coming from
the ECM (and also the RPM) determines the amount of fuel supplied per stroke.
The information about the engine's rotational speed and the amount of fuel (that is
refers to the load) is received by the synchronization control in ADEM II.
This information determines the start of the injection. The information about the rotation speed
of the engine, the position of the accelerator pedal and the boost pressure is received by the
portion of the electronic governor of the ADEM II that sends the fuel quantity signal
desired for the fuel injection control that controls the amount of fuel
injected.

19
Adjustments, calibrations, and tests
Adjustment of the injector height
The injector requires mechanical adjustment that must be performed according to the maintenance guidelines.
del
motor or each time a unit is changed, a tool must be used for this
special and
a specific procedure must be followed.
The special tool in any of its forms has the objective of controlling the preload.
from the injector through the height from the base of the injector to the top (tappet)
This regulation mechanically synchronizes the injectors so that they harmonize.
operation between cylinders by ensuring that all injectors are the same
mechanical condition at the beginning of the injection. As the control systems
(ADEM) have improved their processing speeds and the flexibility of the injectors.
Achieving multiple injection events has made this regulation less strict.

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Injector calibration
On the other hand, the injectors have a trim code that is factory assigned and indicates
the quality of the dosing of each manufactured injector. When a new injector is installed,
You must inform the ECM what code this new injector has so that the ECM can adjust the timings.
injection in order to thermally balance the engine.
In the 3500, 3406E engines and others, the calibration code is a four-digit number.
what
It is printed on the solenoid or on the tappet and only needs to be typed into the ET. In the
current engines in the C series are no longer a code but rather today it is a trim file that is
consist of 6 or 12 alphanumeric digits printed on the injector. These codes are no longer
digital. These trim files should be searched within the CD that comes in the packaging of a
new injector. Each disc contains 400 trim files, to facilitate the search execute the
option search on the PC and enter the printed number on the injector. It is recommended to ensure
to have all the trim files before going out to the field, in case it is not found in the
The injector's box discs can be downloaded from the SIS in the Downloads menu.
of the software, having the code printed on the injector.

22
Injector tests
The solenoid test is performed with the ET and with the engine stopped. This test is
Perform to locate electrical faults of the injectors, specifically in the solenoids.
and in the general behavior of the poppet valve.
The manual cylinder cutting is carried out at any engine speed and is designed
to locate defects in ignition supply of cylinders.
Automatic injector testing is performed at any engine speed.
delivery results and the cylinders are compared with each other.

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Calibration of the synchronization
This procedure is a dynamic calibration used to correct any possible
the difference that exists in the actual synchronization signal of the speed sensor and tempo, with
Regarding the ideal signal from the sensor, for this the ECM compares the signal sent by the sensor.
with an MPU that is installed in the engine. This calibration is carried out with the ET.
Calibration is required when:

ECM replacement
Work on the synchronization wheel
Replacement of the speed sensor and tempo

The synchronization calibration tester (magnetic pickup) must be installed in the

engine block. One end of the cable is connected to the Calibration Tester of the
synchronization, the other end of the cable is connected to the P400 connector of the engine harness.
The stork has machined a notch in the counterweight, the magnetic pickup is installed in
the block and generates a signal in that notch.
Care should be taken when placing the tester to avoid damaging it, that is, after locating
the PMS should rotate the engine clockwise approximately 85° to prevent
hook the tester into the notch. Once this is checked, insert the tester that does
contact with the counterweight, then it is retracted 1 mm to provide the indicated clearance.

25
The speed and tempo sensors use the timing wheel as a reference.
synchronization calibration improves fuel injection, correcting any
difference in tolerance between the crankshaft, intermediates, synchronization wheel and
speed and tempo sensor.
During calibration, the compensation is recorded in the EEPROM control module.
(Electrically Erasable Programmable Read-Only Memory). The range of
calibration compensation is limited to X degrees of the crankshaft. If the timing is
out of tolerance, the calibration is aborted.

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HEUI INJECTION SYSTEM SERIES 3400
Introduction
The HEUI system has great advantages over mechanical fuel systems.
achieves better performance, achieving improved fuel economy, lower emissions
minor pollutants, better cold start performance, reducing white smoke and
lower maintenance costs for including, among others, a non-regulated injector.
The electronic components in the HEUI fuel system are very similar to the ...
used in the EUI systems however, in the HEUI system, the injector is not activated by a
lifting cam. A high-pressure hydraulic pump that receives a flow of pressurized oil.
From the lubrication pump, the high-pressure pump raises the pressure to a maximum of 22,800 kPa.
(3300 psi.)
The pressure is controlled by the Electronic Control Module or (ECM).
The hydraulic flow is directed to hydraulic actuators in each injector.
The injector is activated electronically (as in the EUI system) and then the oil under high
Pressure moves a piston that delivers force to another cylinder that pressurizes the fuel.
to achieve the injection

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HEUI Components

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Components of the HEUI system
This image shows some of the major components used in the system.
combustible HEUI.

The ECM Supply Hydraulic Pump

Throttle position sensor
Speed/Time Sensor
Fuel injector
Temperature sensor
Pressure Sensor

For the purpose of explanation, we will divide HEUI into systems:

Lubrication system
Fuel system
Actuation pressure system
Electronic control system

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Operation of the HEUI system

Lubrication system of the HEUI system

In the generality of the HEUI injection system, we must start by describing the
components and the operation of the motor lubrication system that fulfills the function of
feed engine lubricating oil to the HEUI system.

The main components of this group are:

Lubrication pump
Engine oil filter
Engine oil heat exchanger
From the sump, the oil pump takes the lubricating oil and sends it to the system.
first through a heat exchanger to regulate its temperature with the refrigerant,
Then it will supply oil to the engine and in parallel will feed the pump reservoir.
hydraulics.

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Lubrication pump

Internally mounted in the oil pan is the Lubrication Oil Pump. This
The pump supplies oil at approximately 400 kPa (65 psi) to the oil gallery for the
engine lubrication.
The oil is also supplied to the hydraulic pump for the purposes of the Actuation for
the Injection. For this reason, the engine lubrication oil pump of HEUI is larger
that the
pump in the engine with Mechanical Injection, supplying the additional needs of
lubrication and the hydraulic actuation systems of injection.

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Oil filter and heat exchanger

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Oil filter and heat exchanger

The oil filter is responsible for retaining contaminants from the system, for this reason
a defined capacity and efficiency. Capacity refers to having a size
The average of the filtering element and an efficiency refers to the fact that no filter is absolute.
Another part is that lubricant technology allows engines to operate with oil.
multigrade, however, the viscosity of the oil is low at room temperature, in this
condition in particular the filter does not have the capacity to allow all the oil to pass through
filtering element that operates with a bypass valve located in the head
of filters. This valve operates by differential pressure and does not have a filtering element.
In conclusion, there are two conditions, one of design and the other of operation that facilitates the
contaminant can enter the system when the engine is started in a cold environment and by
the natural efficiency of the filter.
On the other hand, the heat exchanger is present to facilitate regulation of
lubricant temperature, during cold start the heat from the coolant that
absorbs from the combustion chambers and delivers it to the lubricant to help achieve the
operating temperature and at full load it withdraws the heat from the lubricant that is withdrawn from
system through the radiator.

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Fuel system of the HEUI system
The fuel is sucked from the tank through the water separator and the pump.
powered by a gear transfer pump.
The fuel is directed through the Electronic Control Module (ECM) for purposes of
cooling of this; From there it flows through the secondary fuel filter. Subsequently,
The fuel enters the low-pressure supply gallery, supplying the multiples.
above the cylinder heads. The excess uninjecte fuel comes out from the manifold. The flow
then it combines into a single line and passes through the pressure regulating valve, which
it has a working range between 310 and 415 kPa (45 and 60 psi). From the pressure regulator valve
pressure, the excess flow returns to the tank. The amount of fuel for combustion
and the return fuel to the tank is about 1:3 (three times the volume
Required for combustion is supplied to the system for cooling purposes.
the injectors). A fuel temperature sensor is installed in the system of
supply, to compensate for the power losses caused by the variations of
fuel temperature and adjust the tempo in the cold start

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Fuel filter

The water separator (1) that also functions as a Primary Fuel Filter is
an important part of the fuel system.
There is a high pressure in the fuel system with operating pressures that border on
approximately 150000 kPa (22000 psi), the quality of the fuel is important. The water
in the
Fuel can cause corrosion of the pistons and cylinders. The terrain can cause it.
same as
water separator contains a filtration of 30 microns.
The primer pump is mounted on the base of the filter. For the same reason, the filter
Secondary of
2 microns should be used in the system. The free space between the piston and the cylinder is
approximately 5 microns. Typically, with 3 to 8 microns the abrasive material wears out
prematurely the components of the fuel system.
The water separator is maintained daily by draining water and sediments.
The water separator filter is replaced with a new element every 500 hours of operation.

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Fuel transfer pump
The fuel transfer pump is driven by a coupling that connects the tunnel.
from the high-pressure pump discharge axis to the pump inlet tunnel.
transfer
This gear pump has a built-in relief valve set to open at 620.
and 760 kPa (90 to 110 psi). This valve does not operate normally because the regulating valve of
controls the pressure in a lower range (next image).

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Fuel pressure regulator valve
The fuel is drained from the tank to the primary combined fuel filter.
water separator. The fuel then passes through the ECM and the secondary filter
fuel to the multiples and the injectors.
The fuel system pressure is controlled by the pressure regulator valve. This
The valve regulates the pressure between 310 to 415 kPa (45 to 60 psi) and prevents the system from discharging.
when the engine is stopped
The valve is located at the output of the fuel manifold passages.
injectors.
The fuel that passes through the valve is returned to the fuel tank.
The fuel lines of both passages are connected to the regulating valve.
The fuel pressure can be verified by removing the plug and connecting a gauge.
of pressure in the same valve or in the head of the secondary filter.

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Actuation pressure system
Within the acting pressure system are the hydraulic pump, the injector and the
electronic control system.
Hydraulic pump
The following components are integrated into a single unit called hydraulic group of
pump of
supply
Hydraulic pump, pump control valve, transfer pump, reversing valve for
flow. This pump group is located in the V of the engine in the same position as the pump
fuel injection in mechanical engines.
Three liquid circuits are included in the system: low-pressure oil, high-pressure oil
pressure (hydraulic), and the supply of low pressure fuel.
The hydraulic supply pump group is of variable displacement, with pistons.
Axial flow pumps similar to those used in many hydraulic systems of
Caterpillar machines.
The shown pump contains nine pistons, the group rotates with variable control of the
displacement. The pump is driven by the engine's timing gears to the
motor speed and produces 59 L/min. (15.5 gpm) at the established motor speed

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Pump adapter and remote control
El grupo Hidráulico de Bomba de Suministro se monta en el adaptador mostrado en la
image. The pump's drive shaft is driven through a gear.
A wide pin is installed in a hole at the base of the adapter to provide
a good alignment between the adapter and the engine block.
Note the location of the Atmospheric pressure sensor accommodation in the casing.
Atmospheric pressure sensor is vented to the atmosphere beneath the housing. The housing
it contains a foam filter to prevent dirt from entering the sensor.

44
This image shows the rear part of the supply hydraulic pump with the aftercooler.
outside the engine.
The Flow Reversing Valves are located at the rear of the hydraulic pump group.
to the right of the transfer pump. The high-pressure lines to the manifold are
connected through the valves.
The Drive Pressure Sensor (IAP) is also observed on the right side of the
image

45
Reverse flow valves
The hydraulic supply pump group has two output ports, each connects to
a steel pipe for multiple hydraulic supply. A flow reversing valve is located
at each port of departure. This image shows the flow of oil to the injector from the pump,
Any drop in pressure in the bank will cause the check valve to close and will block.
any interference between the banks. In normal operation, the valve makes a high
oscillating frequency that blocks pressure waves. The valves allow a flow of
tank oil during the starting process. If the valves were not in the
system, pressure waves between banks would cause the irregular operation of the
injectors adversely affecting the injection. The surge in pressure will cause the opening of
the poppet valve prematurely.
In this condition, the fuel injection would begin earlier than normal, which would
there would be synchronization problems.

46
Hydraulic pump in section
This image in section of the Group
Supply Pump Hydraulic
show the components
following:
Oil Deposit for the partida
2) Angulable Plate
3) Angular Pivot of the Plate
4) Displacement Control
Piston one of nine of the pump.
6) Flow Inverting Valves

47
This cross-section image shows the assembly of the compensator valve and the control valve.
bomb.
Compensating Valve Set
2. Pressure Limiting Spool
3. Load spool sensor
4. Check Valve
5. Valve Body
6. Oil Passages
7. Pump Oil Supply
8. Pressure Limiter Box Drainage
Displacement Control Piston
9. Drainage of valve control box for pump
Installation and control of transfer pump
10. Pump Control Valve

48
Control of the operating pressure
The supply hydraulic pump has a tank, a pressure sensor of
motor lubrication and a temperature sensor for the hydraulic system. From this pump it is
that under normal operating conditions, the oil is pressurized between 5000 and 21500
kPa (725 and 3100 psi) to actuate the injectors. This pressure is called pressure of
performance. The hydraulic pressure level is monitored by the ECM through the sensor that
measure the operating pressure. The ECU is able to control the operating pressure
modifying a signal to the pump control valve. When the engine is in
Operation, high-pressure oil is always available for all injectors.

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Cold start circuit
The Cold Oil Deposit is located above the Hydraulic Group of Pump
Supply. The hydraulic oil temperature sensor and the oil pressure sensor of
lubrication is located at the top of the tank.
When the engine is stopped, the oil in the supply manifold is cold and high.
viscosity, the oil from the reservoir flows through the cold start circuit to the manifolds.
This design prevents the formation of air bubbles in the hydraulic supply manifold.
during the startup and provides cooling and smooths the start. A drilled passage
0.50 mm (.020”) in the tank allows air to be vented through the housing drain.
after the start.
The Flow Inverter Valves prevent hydraulic surges between the passages of
oil supply and are used to maintain stable pressure. The valves are shown
in the next box.

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53
Considerations for changing a hydraulic pump
Preparing the pump after replacement is extremely important to prevent
reheating of the shoe pads of the pistons. Pump failure or
Damage will occur due to lack of lubrication if it is not preloaded during replacement.
The preparation port is located adjacent to the intake pipe (not shown) and is
composed of two caps. The front cap is the passage of the box drainage and is ventilated.
about the drive gears of the pump. Therefore, this plug is not used for
this effect. A .50 mm (.020 in.) orifice is located between the filling line and the port
of box drainage.
This hole allows a continuous flow from the housing to the drainage circuit for lubrication.
cooling and ventilation of the air in the warehouse.

The procedure for filling the hydraulic supply pump is:

Remove the plug from the preparation port.
2. Fill the compartment with oil and replace the plug seal.
3. Fill the reservoir with oil (if the machine is not equipped with pre-lube).

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HEUI Injector
The HEUI injector of the 3400 series is electrically similar to a MEUI injector, the control of
The injector is determined by the engine's ECM but the actuation is hydraulic. The signal
electricity sent from the ECM (105 V) opens and closes the injector control valve. This
control valve (poppet) controls the actuator oil flow to the injector. For the
design characteristics of the injector and other properties of the system that the ECM allows
to control

Injected fuel volume

Synchronization
Actuation pressure

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57
Low pressure fuel supply
The fuel arrives through a drilled passage located in the intake manifold.
The supply of fuel to each injector is sealed from the combustion chamber and the
area
under the valve cover for upper and lower seals of a seal between the injector and the
injector shirt in the cylinder head.
The gases from the combustion chamber are prevented from entering the supply passage.
combustible due to a metal-to-metal contact seal between the injector sleeve and the cylinder head
and the injector.
The injector shirt is screwed into the cylinder head. A metal washer is used as a seal on the
bottom part of the adapter to prevent leaks between the cooling system and the chamber
of combustion

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Multiple supply
The following passages are located in the Hydraulic Supply Multiple:

Hydraulic supply passage

Lubrication Supply Passage
Fuel Supply Passage

The feed manifold is mounted on the cylinder head and conducts low-pressure hydraulic oil.
pressure for the injector operation through connecting pipes. The fuel of
low pressure and the lubrication oil to the valve mechanism are also directed through
the multiple. These passages are shown in the sectioned image in the next box.

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Internal ducts
This cross-section shows the passages of the Multiple Hydraulic Supply
High-pressure hydraulic supply passages (orange)
Low pressure fuel supply passages (Red with White lines)
Supply passages of lubrication oil (Coffee)
The fuel enters through the front of the manifold and exits from the back.
The cooling of the injectors is achieved by circulating a larger volume of fuel to the
injector that is required for the combustion.
Initially, the fuel circulates around the outside of the injector sleeve and is
content between the shirt and the supply manifold by the upper and lower seals
injector shirt combustible.

62
Hydraulic connections
The bridge tube (1) and the adapter (2) direct hydraulic oil from a passage in the manifold.
high pressure and then to the injector. A specific tightening (torque) procedure must be carried out
to the six bolts (for the bridge tube and adapter) which must be aligned when performing its
installation.
NOTE
Following this tightening procedure incorrectly can result in
result of low power problems, caused by internal hydraulic leaks. Also, the
internal stresses in the injector caused by improper tightening procedure can
to cause changes in the internal free spaces of the injector that can decrease its lifespan
the performance of the injector.

63
Hydraulic operation of the injector
The high hydraulic oil pressure is supplied to each injector through the passages.
supply hydraulics and the individual bridge pipes.
The fuel is supplied to the injector through a low-pressure supply passage.
located in the power multiple (described later.)
The special "Viton" seals are used in the hydraulic joints between the injector and the
multiple of feeding.
NOTE: This image and the next image are based on the color legend using orange.
for the oil at high pressure and avoid confusion between the two liquids.

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Components of the injector unit
The injector unit of the 3408E/3412E engines has been designed to represent the latest
Advancements in the industry. This section of the presentation will describe all the components and
suspicious
functions
This box shows a cut injector and the injector sleeve. Note the following groups
components that make up the injector:
Valve body with solenoid and poppet valve
Intensifier piston group, Cylinder with pumping piston
Tobera Group
The injector shirt has four seal grooves. The two upper grooves have seals.
what the fuel contains inside the supply manifold (shown in more detail
subsequently).
The two lower seals contain the refrigerant liquid. A metal washer seals the part.
the lower part of the shirt and prevent the entry of refrigerant into the combustion chamber

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The injector is composed of three basic groups that will be described in detail:

Solenoid and Valve Assembly

Set of Cylinder
Nozzle Set

This image shows the escape route or ventilation of the injector draining the oil.
downwards.
This condition is a modification of the previous design, which drained the oil.
upwards. This injector is interchangeable. However, the more modern injector
reduce the engine's tendency to oil mist through the breather.

67
This box shows the component parts
in the three basic groups discussed
previously.
The body of the valve has three parts (the
body, adapter and spacer) that are assembled
with a
great precision. Any damage in the area of
valve body during installation
will cause the
injector failure.
NOTE: The correct procedures of
disassembly of injector and tools
they find
specified in the Service Manual and
must always be used. Any
leverage
applied under the valve body can
cause the deformation of the seats of the
poppet valve or a possible injector failure
it can happen.

68
When the solenoid is de-energized, the poppet valve is held in its seat in the
body by the valve spring (left view). The poppet valve is connected to the
armor through the screw. When the poppet valve is closed, the seat prevents the entry
from high-pressure oil to the injector. The exhaust seat of the poppet valve is open,
connecting the cavity of the intensifier piston to the atmosphere (return).
Based on input signals from various electronic sensors, the ECM determines and
calculate the amount of fuel to be delivered by the injector to the chamber of the
burning. At the appropriate time, the ECM sends an electrical current to the solenoid of
injector.
The solenoid generates a magnetic force that attracts the armature and changes its position.
poppet valve. The poppet valve moves against the spring force, opening the seat of
admission and close the escape seat (right view). The hydraulic oil under pressure from
the supply multiple is directed through the bridge tube to the top of the piston
intensifier.

69
The oil supply of the pump of
supply to the poppet valve causes the
piston booster plunger and the plunger of
combustible moves down.
the displacement of the plunger pressurizes the
combustible trapped between the chamber under the
plunger and the needle valve seat.
NOTE: The piston rod of the intensifier has to
almost seven times the area of the plunger of
combustible.
When the hydraulic circuit supplies a
pressure of 21000 kPa (3000 psi)
approximately 145000 kPa (21000 psi)
will be generated under the plunger of the
combustible.

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When the trapped pressure exceeds the pressure
opening of the nozzle valve (VOP),
typically 31000 kPa (4500 psi), the valve of
the needle rises and provides fuel to the
drillings of the nozzle in the chamber of
combustion. At the end of the injection, the valve
the nozzle needle closes
approximately 21000 kPa (3000 psi).
The check valve for reverse flow is used
to prevent the entry of combustion gas
in the flow of fuel introduced in the
nozzle. The injector nozzle is very
similar to the injector of the EUI unit. Six
holes, each with a diameter of 0.252
mm (.010 In.), are specified at an angle
of 140 degrees.

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The end of the injection is reached by cutting the
current from the ECM to the solenoid of
injector. The resulting loss of force
magnetism in the armature allows for the
spring strength changed the position of the
poppet valve to the exhaust seat.
The return of the poppet valve to its seat in
the valve body, block the flow of
hydraulic oil supply, and
simultaneously it opens completely the
exhaust valve seat.
This action drains the oil from the injector to
through the internal hydraulic circuit beneath
the valve cover.

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When the injector drains the oil, the piston
del intensificador y el pistón de combustble
they are pushed upward by the force of
return spring of the piston, until the
intensifier piston makes contact with the
valve body.
When retracting the piston of
combustible reduces the pressure in the chamber
of the fuel, this allows the valve of
the needle closes (VCP) when the pressure in the
needle valve falls below 21000 kPa
(3000 psi) finishing the injection.

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As the fuel piston continues the
retraction, the pressure below the piston
reduces to the pressure of the gallery of
fuel supply. The check valve
of the fuel ball then opens,
allowing the passage of fuel through the
grid filter (next box) to the
supply gallery to load the injector
for your next injection cycle.

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Note the location of the grid filter of
combustible. The grid filter is made up of
two parallel flat surfaces separated by
approximately 130 microns. These
surfaces trap the particles that perhaps
large enough to cover the
nozzle openings.

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This box shows the three stages of the plunger movement.
1. The injection pressure begins to rise due to the initial movement of the piston.
combustible and the injection into the cylinder is produced.
With this movement, descending the fuel piston aligns the modulation passage.
and the internal cut of the piston and the pressure decreases, below the VCP pressure. At the same time,
the flow to the nozzle decreases momentarily.
3. As the piston continues to go down, part of the fuel flow is again
compressed, the pressure will increase once again, causing the resumption of the injection. This
characteristic
reduce emissions, smoke, and noise. It also provides a smoother cycle of the
burns and reduces the premature wear of the cylinder components.

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During the normal injection cycle, the oil pressure supplied to the top of the
The intensifier piston can increase to 22800 kPa (3300 psi). A seal is installed and reduces
the loss of the piston. Some oil that is necessary for the lubrication of the piston
The intensifier exceeds the seal and momentarily settles beneath the plunger.
Also, a small amount of fuel can leak between the piston and the barrel.
This fuel will also momentarily settle in the cavity beneath the piston.
intensifier. If the liquids that accumulate beneath the diaphragm components are not
ventilation, a hydraulic lock could occur. When the piston moves down,
combustible is expelled through the ball check valve into the gallery box
low pressure. The check valve closes during the upward stroke of the piston

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Four check valves are installed in the injector. Three check valves are installed in the Group of
Barrel and one is installed in the nozzle group.
1.- The fuel inlet check valve allows the fuel to fill the cylinder.
below
of the piston, but it closes when the piston moves down and increases the pressure.
2.- The check valve vents the accumulated liquids beneath the intensifier piston.
3.- The Flow Reversal Check Valve prevents combustion gases from entering the injector.
4.- The check valve of the nozzle controls the opening valve pressure, preventing the
flow
of the combustible through the tip openings until a sufficient pressure is available for
lift the valve from its seat.

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81
82
The desired hydraulic actuation pressure for fuel injection can be
independent control of motor speed.
Many combinations of time and pressure exist, operated hydraulically having as
result a specific amount of fuel from the injector to be injected into the chamber
from combustion. This characteristic is useful when the engine operates at a constant speed and
optimize performance, response, and low smoke emissions.
This feature makes the HEUI system superior; the injection pressure can
reach its maximum value despite the speed of the engine. The maximum injection pressure
is normally required in the full speed range for the torque moment. This
It is not possible to achieve it with linear pump systems where the pressure is proportional to the
motor speed.

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Actuation pressure system
Operation of the System
As stated earlier, the Hydraulic Supply Pump Group combines the
functions of the high-pressure oil pump, the fuel transfer pump,
and the pump control valve in a single unit. The function of this Pump Group
Supply is to provide the required flow of oil to generate the desired pressure.
for the operation of the injectors, provide the supply of low fuel
pressure required to load the injector after each injection, and for cooling
ECM. When the oil is supplied by the lubrication pump group, the pressure that
the pressure in the tank is approximately 60 psi (415 kPa) this will be raised to the pressure
required for the injector operation. Depending on the engine value and the conditions
of operation, and the characteristics of the engine established at the factory, this pressure will be controlled
between 725 and 3300 psi (5000 and 22800 kPa).

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86
Pump operation in startup condition

The displacement of the pump is controlled to maintain the desired operating pressure.
and the flow required by the injector. The displacement is regulated by an electro-
hydraulic.
The displacement of the pump is varied by a plate that pivots between 0 and an angle.
maximum of 15.5 degrees. When the engine is not running, the plate is at the angle
maximum. During operation, the displacement control piston adjusts the position of
plate to gather the system flow demand.
During the initial startup, the Variable plate is at the maximum displacement until
increase the supply pressure to 900 psi (6200 kPa). The spring at the end of the reel
load sensor regulates this pressure. Then, the specification programmed in the ECM for the
normal start will ignore this pressure. At this point, the valve solenoid of
control is fully energized for pressure increase.

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88
During startup, the pump pressure enters the compensator assembly.
The Pump Control Valve is powered by the ECM.
The pressure is regulated by the Load Sensor Reel. The reel will move to the
right and the displacement control embolo oil is drained into the box. The
Plate variable. At this moment it is at maximum angle.
The drainage hole beneath the Pump Control Valve provides an amount
small of the restriction and improves the stability of the valve.

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90
Pump operation under flow reduction condition

After the engine starts, there is an increase in pressure, the ECM will decrease the voltage over the
solenoid the Control Valve in order to regulate the current flow of the pump.
The decrease in the current applied to the solenoid of the pump control valve lowers the
required pressure when starting the flow control. This lower pressure that reaches the valve of
pump control creates an imbalance of the force on the load sensor reel, causing
that the reel moves towards the top of the compensator spring. This movement of the reel
connect the displacement control piston to the pump's output flow, allowing
to the angular plate decreasing the pump displacement. The decreased displacement
At the pump outlet, it will be monitored by the ECM. Through the IAP sensor.

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92
During the bleeding, the ECM momentarily de-energizes the solenoid and causes
that the Pump Control Valve applies pressure to the spring chamber of the
Load sensor reel.
Unbalanced pressures force the reel to the left, allowing the oil
Enter the displacement control valve and move the tiltable plate down.
its angle to minimum

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Operation of the pump under conditions of decreased flow

With the engine under load, a higher pressure increase is required, the ECM will send a voltage.
increase to the control valve to raise pressure, increasing the angle of
plate and therefore the delivery of flow of the Pump.
The increase in the current applied to the solenoid of the valve control raises the pressure in the
pump control valve. This higher pressure in the pump control valve creates a
imbalance of the force on the load sensor reel, causing the control reel
the plate moves to the right to its maximum range. This opening of movement of the
The reel in the displacement control piston will communicate to the case drainage.
allowing the plate to move by increasing the displacement of the pump. The displacement
increased raises the pump discharge output to the level and pressure required by the ECM
It will be fed back to this by the IAP sensor.

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96
As the load is applied to the engine, the current from the ECM increases towards
the pump control valve.
The pressure is regulated by the load sensor reel. The reel moves to the right.
(due to the spring force) and the oil from the Displacement Control Piston is
drenado a la caja, permitendo que el plato se vaya momentáneamente aumentando su
inclination towards the maximum angle by increasing the pressure in the system

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Pump operation under pressure limit condition
If the load sensor reel or the control valve of the pump has a malfunction
defective causes greater pressure than the desired operating pressures, the spool
limiter of
maximum pressure comes into operation. In this schematic, a blocked orifice is simulated. (This
example represents a true condition that was caused by dirt that was introduced
during
a field replacement of the compensation valve.
The Pressure Limiter Reel directs the output flow to the pump control piston
displacement and reduces the pump stroke if the system pressure exceeds 25600 kPa
(3700
psi).
Under these conditions, the pump will develop between 3600 to 3700 psi (24800 to 25600 kPa).
maximum hydraulic pressure, despite the desired pressure. The Warning Light of
motor
It will be lit, indicating an Active failure.
A Pump Control Valve Test will verify the operation of the valve.
control. This test enables the technician to manually raise and lower the pressure ranges
using
the ET service tool. This procedure is also useful for assessing the condition of the
hydraulic system.

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100
If the supply pressure exceeds 3700 psi (25600 kPa), the force acts against the
spring of the spool of the Pressure Limiter Reel and moves it to the left. This
movement compresses the spring and allows oil to flow to the check valve seat and
pressurize the displacement control piston. The tiltable plate is moved in
a certain way towards a smaller angle, the decrease in flow and pressure is limited in the
system.

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102
(IAPCV) Actuation Pressure Control Valve

The Control valve is mounted on the assembly containing the load sensor spool.
and the pressure limiter. In this image, the pump control valve is open,
allowing the pressure to be released into the box.
The flow from the displacement control piston is determined by the set of
compensator control and the pump control valve. The control set of
The compensator senses the pressure of the pump output through a pilot pressure signal line.
The control valve of the pump varies the pressure at the displacement control piston.
varying the pressure at the outlet of the spool valve of the load sensor.
The load sensor spool directs oil to the displacement control piston. The spool
Have a hole in its center, allowing the pilot pressure to reach the spool outlet.
The force of the spring of the load sensor reel is adjusted at the factory. The pump
will develop 725 psi (5000 kPa) with the pump control solenoid valve disconnected
while the engine turns with the injectors deactivated.

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104
IAPCV

The operating pressure level of the hydraulic supply is monitored by the sensor of
hydraulic pressure (IAP). When the hydraulic pressure is lower than desired (determined
for the ECM), the current level applied to the solenoid of the valve control of the
The pump is increased. The increase in current to the solenoid raises the required pressure.
through the inlet flow of the pump control valve. This initial starting pressure in the
The pump control valve creates an imbalance of force on the sensor spool.
load, causing the reel to move towards the output of the supply signal line of the
reel. This movement opens a discharge to the pump box, allowing the plate
angular to increase the pump displacement.
The increase in displacement at the hydraulic outlet is provided by the ECM for the
injectors

105
106
HEUI HI 300B INJECTION SYSTEM
Introduction
The HEUI HI300B fuel system has the advantages of a hydraulic system.
combustible
The injection pressure can be regulated independently of the engine speed and the
load and the design does not require mechanical adjustments that complicate maintenance of the
system.
In general terms, the HEUI HI300B system is very similar to the operation of the HEUI system.
from the 3400 series but also has differences that allow it to achieve better performance
motor.
Some of these differences are:
High-pressure pump of a new design.
There are no high-pressure oil bridges to supply the injectors, the supply
the oil is through internal galleries in the cylinder head.
Better control of the injection event
Higher processor speed.

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108
System operation
Fuel system
The fuel system performs two functions:
Supply fuel to the injectors for the operation of the engine.
Provide an excessive fuel flow to draw air from the system and cool it.
injectors.
The system consists of a fuel tank, a priming pump (manual or electric)
with their respective inlet and outlet valves, the primary filtration system and the pump of
fuel transfer which is gear-driven and located at the rear of the pump
HEUI acts as a function to transfer the fuel from the tank to the engine and achieve
establish a pressure in the fuel gallery. Inside the pump there is a valve.
of relief that derives the maximum pressure of the system to the inlet of the pump when it reaches the
109 (psi). From the pump, the fuel is sent to the secondary fuel filter to
finally supply fuel to the injectors. From the cylinder head the fuel returns to the
tank passing through the fuel pressure regulating valve that sets 65 (psi)
as working pressure. In some applications, there may be differences in the layout
of the components

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Injection operation system
The injection actuation system has two functions. The system supplies oil under
high pressure to control the injectors and also regulates the injection pressure of
combustible in each injector unit. This is done by changing the operating pressure.

The injection actuation system consists of four basic components:

Engine oil pump
Engine oil filter
Hydraulic pump for the injection unit
Injection Actuation Pressure Sensor (IAP)

The oil that is extracted from the sump is pressurized for the lubrication system through
the engine oil pump. The oil flows from the engine oil pump through the
oil cooler and through the engine oil filter and then to the oil gallery
A separate circuit from the main oil gallery directs a portion of the oil.
lubrication to supply it to the hydraulic pump. A steel pipe on the left side
of the engine, connects the main gallery with the inlet port of the hydraulic pump. The point
The connection is the upper port of the manifold on the engine cover.
The oil flows into the inlet port and fills a reservoir inside the pump. This
The reservoir allows oil to be in the pump during engine start-up, and thus can
increase the pressure

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112
Control of the operating pressure

The hydraulic pump for the injectors is a variable displacement piston pump. This
The pump uses an angled control plate that rotates. The pistons do not rotate. The pistons are
move in relation to the angle of the control plate. The pistons move in the sleeve of
sliding. The hydraulic pump for injection is controlled by a gear
located at the front of the engine. This gear rotates the pump shaft, this rotation of the
angled control plate, causes the pistons inside the pump to move inward and
out of the sliding sleeve. As the pistons move out of the sleeve
sliding, oil enters the pistons through a passage in the control plate. The oil
it is forced out of the piston when the piston is pushed back inside the sleeve
of slipping and the ports are exposed. Changing the relative position of the sleeves of
slipping in relation to the load port changes the volume of oil in the piston. The
the location of the sliding shirt is constantly changing. And this location is
determined by the ECM. Therefore, changing the position of the sliding sleeve,
change the flow of the pump. The result of this is the amount of oil that can be
pressurized. The operating pressure of the injection is controlled by the flow it delivers.
the pump, and this is controlled by the position of the sliding sleeve. Moving the
The shirt on the left covers the charging port at a greater distance. This increases the
effective work of the pump.

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114
Moving the shirts to the right covers the charging ports by a shorter distance.
which reduces the effective work of the pump, this also reduces the output flow of the
bomb. The shirts are connected by a crazy rue. One shirt is connected to a
actuator piston. The movement of the actuator piston to the right or left causes the
shirts move the same distance, to the right or left.
The pressure control is determined by the amount of current that the ECM sends to the.
solenoid. A small amount of the output flow from the pump goes to a small
tube in the actuator piston. This small amount exits from an orifice and enters a
pressure control cavity. The pressure in this cavity is limited by a poppet valve.
small. When opening the poppet valve, it allows a portion of the oil in the cavity to go to
drainage. A force fixed to the poppet valve in the closed position. This force on the valve
The poppet is created by a magnetic field that acts on an armature. The force of the field
The magnet determines the pressure required to overcome the force of the actuator's spring.
An increase in current to the solenoid causes an increase in the following
itemes:

The strength of the magnetic field

The force in the frame and in the poppet valve
The control pressure that causes the actuator piston to move to the position that results in
more flow

115
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A reduction in the current to the solenoid causes a reduction in the following items:
The force in the magnetic field
The force in the armature and the poppet valve

The control pressure that causes the actuator piston to move to the position that results in a
lower flow. The ECM monitors the operating pressure. The ECM is constantly
changing the current to the pump control valve to control the pressure of
actuation. Three components work together to control the actuation pressure:

ECM
Injection Actuation Pressure Sensor (IAP)
Pump control valve

And these components work in the following manner:

The ECM determines the desired operating pressure by gathering information from the
input sensors and the maps found in the software.
The ECM monitors the current actuation pressure through a constant voltage signal.
from the IAP sensor.
The ECM constantly changes the control current to the pump control valve.
This changes the pump's output flow.

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