High Pressure Injection
Supervisor Seminar
July 2004
170E-3 Series
New
New Generation
Generation of
of
170
170 Series
Series Engine
Engine
High Pressure Injection
Supervisor Seminar
July 2004
Design Change
HPI Electronic Fuel System
Rear Camshaft Drive
New camshaft with injector lobe
Redesign Cylinder Head
New Intake Manifold
High Pressure Injection
Supervisor Seminar
July 2004
Engine Layout
To Air Cooler
High Pressure Injection
Supervisor Seminar
July 2004
Engine Layout
High Pressure Injection
Supervisor Seminar
July 2004
Fuel Piping
Fuel inlet
Drain
High Pressure Injection
Supervisor Seminar
July 2004
Fuel Piping
High Pressure Injection
Supervisor Seminar
July 2004
Fuel Piping
Drain
High Pressure Injection
Supervisor Seminar
July 2004
Fuel Piping
Water bleed piping
F ue
l dr
ain
High Pressure Injection
Supervisor Seminar
July 2004
Cylinder Head
Injector
Rocker Arm for Injector
Push rod
Rocker Arms for In.& Ex. valve
Injector clamp
High Pressure Injection
Supervisor Seminar
July 2004
Fuel Pump Drive
Oil Pump Drive gear Alternator & Fuel pump
Water pump Idler gear Idler gear
Crankshaft
High Pressure Injection
Supervisor Seminar
July 2004
Camshaft Drive
Camshaft
Idler gear
Idler gear
Crankshaft
High Pressure Injection
Supervisor Seminar
July 2004
170E-3 Series
Structure
Structure &
& Function
Function
HPI
HPI Fuel
Fuel System
System
High Pressure Injection
Supervisor Seminar
July 2004
HPI Fuel System
The 170-3 - HPI fuel system is the newest in fuel
technology from Cummins & Komatsu.
The fuel system offers infinitely variable injection timing
using a simple, efficient design, with injection pressures
beyond any current Cummins or Komatsu fuel system.
High Pressure Injection
Supervisor Seminar
July 2004
Applications
The HPI engine will be used first in the D375A-5 and the
WA600-3m/c.
It will be used in other machines that currently use the
SD170 to meet Tier II and Euro 2 emissions regulation.
HPI
High Pressure Injection
Supervisor Seminar
July 2004
Hydro-Mechanical System
This schematic provides
an overview of the
Hydro-mechanical system
of the HPI fuel system :
• Fuel filter head and fuel
filter element
• Fuel pump
• Electronic control valve
assembly
• Fuel manifold
• HPI injector
• Fuel cooler
High Pressure Injection
Supervisor Seminar
July 2004
Electronic Controls
Uses the latest
generation of IPA
electronic controls,
provides precise fuel
management and
infinitely variable
injection timing.
High Pressure Injection
Supervisor Seminar
July 2004
HPI
HPI Fuel
Fuel System
System
ECM Control valve assy
Injector
Timing Rail actuator
Shut off valve Timing Rail
pressure sensor
Fuel Rail actuator
Cooler
fuel
Fuel Rail
pressure sensor
Fuel pump
Pump Pump pressure
actuator sensor
Filter
High Pressure Injection
Supervisor Seminar
July 2004
170E-3 Series
Structure
Structure &
& Function
Function
HPI
HPI Fuel
Fuel Pump
Pump
High Pressure Injection
Supervisor Seminar
July 2004
Fuel
Fuel Pump
Pump
Fuel pump assembly controls
the basic pressure of the
fuel.
The fuel supplied from fuel
tank passes through fuel
filter, is then sucked up by
gear pump, and is supplied
to control valve assembly.
The discharge pressure of
the fuel pump is controlled
Pump to a suitable level by
Actuator adjusting the opening
angle of fuel pump
actuator.
High Pressure Injection
Supervisor Seminar
July 2004
Fuel
Fuel Filters
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.
High Pressure Injection
Supervisor Seminar
July 2004
Pressure/Time
Pressure/Time Concept
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
High Pressure Injection
Supervisor Seminar
July 2004
Pump
Pump Output
Output
The Compact pump output is controlled by ECM.
The Calibration determines the pressure
characteristics over the complete RPM range.
High Pressure Injection
Supervisor Seminar
July 2004
Fuel
Fuel Cooler
Cooler
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.
The correct fuel temperature is critical to the
proper operation of the HPI fuel system. Thus,
a fuel-cooling radiator is mandatory.
High Pressure Injection
Supervisor Seminar
July 2004
170E-3 Series
Structure
Structure && Function
Function
Electronic
Electronic Control
Control Valve
Valve
Assembly
Assembly
High Pressure Injection
Supervisor Seminar
July 2004
Electronic
Electronic Control
Control Valve
Valve Assembly
Assembly
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.
• 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.
• The control system that
maintains the timing rail
pressure consists of timing
rail actuator and timing rail
pressure sensor.
High Pressure Injection
Supervisor Seminar
July 2004
Electronic
Electronic Control
Control Valve
Valve Assembly
Assembly
Fuel in from pump To Metering Rail
Rail Timing Actuator
To Timing Rail
Fuel Temp Sensor
Pressure Sensor
Shut-off Valve (Rail Actuator)
Rail Metering Actuator Pressure Sensor
(Metering Actuator)
Ambient Air Pressure Sensor
High Pressure Injection
Supervisor Seminar
July 2004
Actuator
Actuator
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.
Filter screen
High Pressure Injection
Supervisor Seminar
July 2004
Actuator
Actuator
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.
High Pressure Injection
Supervisor Seminar
July 2004
170E-3 Series
Structure
Structure &
& Function
Function
HPI
HPI Fuel
Fuel Injector
Injector
High Pressure Injection
Supervisor Seminar
July 2004
Injector
Injector
High Pressure Injection
Supervisor Seminar
July 2004
Injector
Injector
Injector Clamp
O-rings
Filter screen Timing Chamber
O-rings Spill Chamber
Filter screen Metering Chamber
O-rings
Washer
High Pressure Injection
Supervisor Seminar
July 2004
Injector
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.
High Pressure Injection
Supervisor Seminar
July 2004
Lower
Lower Section
Section
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.
High Pressure Injection
Supervisor Seminar
July 2004
Timing
Timing section
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.
High Pressure Injection
Supervisor Seminar
July 2004
Upper
Upper Section
Section
The upper section of the
injector consists of the
barrel, spring housing,
return spring, upper
plunger top stop cap and
plunger link.
High Pressure Injection
Supervisor Seminar
July 2004
Injector
Injector
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.
High Pressure Injection
Supervisor Seminar
July 2004
Injector
Injector
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 to
operate with minimum
stress and wear yet still
produce extremely high
injection pressure.
High Pressure Injection
Supervisor Seminar
July 2004
Timing
Timing Control
Control
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”
High Pressure Injection
Supervisor Seminar
July 2004
170E-3 Series
Structure
Structure && Function
Function
HPI
HPI Electronic
Electronic Control
Control Module
Module
High Pressure Injection
Supervisor Seminar
July 2004
Electronic
Electronic Control
Control Module
Module
The 170-3 - HPI, like the
other Cummins electronic
engines, is commanded by
an Electronic Control Module
(ECM).
The 170-3 - HPI fuel system
ECM contains the latest
technology from Cummins
Electronics.
It has two micro processors to process and
manage the data necessary to operate the
engine and systems. It also contains 2MB of
memory to store calibration and fault data.
High Pressure Injection
Supervisor Seminar
July 2004
Electronic
Electronic Control
Control Module
Module
The ECM’s main task is to
manage the fuel control
system that operates the
engine. The ECM samples all
inputs, processes the data,
and outputs signals to the
rail and timing control
actuators many times each
second.
The ECM can make changes to rail and
timing pressures very quickly, responding
instantly to the slightest variations in
operating and environmental conditions.
High Pressure Injection
Supervisor Seminar
July 2004
ECM
ECM System
System Outputs
Outputs
There are three system
output which are fuel rail,
timing rail, and fuel shut-off
functions.
The fuel and timing rail
actuator are spool type
valves. These spools are
controlled by an
electromagnetic device
which is commanded by the
ECM.
The ECM produces the following signals :
• Fuel rail actuator > PWM signal.
• Timing rail actuator > PWM signal.
• Fuel shutoff solenoid valve > ON / OFF signal.
High Pressure Injection
Supervisor Seminar
July 2004
ECM System Inputs
The ECM monitor the fuel and
timing pressure sensors to
determine actual pressures.
Two main inputs from the
operator are the key switch
and the throttle.
The ECM will consider the
request for increased engine
speed, the actual engine
speed, and all other inputs.
It will then compare this data to its calibrated
data to determine the appropriate signal
changes.
High Pressure Injection
Supervisor Seminar
July 2004
170E-3 Series
Structure
Structure && Function
Function
Theory
Theory of
of Operation
Operation
High Pressure Injection
Supervisor Seminar
July 2004
Injection
Injection Cycle
Cycle
We will start with 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.
High Pressure Injection
Supervisor Seminar
July 2004
Injection
Injection Cycle
Cycle
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.
High Pressure Injection
Supervisor Seminar
July 2004
Timing
Timing and
and Rail
Rail Metering
Metering
The rail pressure will be
controlled electronically
and can be as high as
290 psi or as low as 2
psi (depending on
engine speed). The
lower plunger is in its
fully retracted position
when the spring retainer
contacts the ledge.
High Pressure Injection
Supervisor Seminar
July 2004
Timing
Timing and
and Rail
Rail Metering
Metering
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.
High Pressure Injection
Supervisor Seminar
July 2004
End
End of
of Timing
Timing Metering
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 of Timing
Metering.
The fuel that metered into the timing chamber
is now trapped between the upper plunger and
the timing plunger.
High Pressure Injection
Supervisor Seminar
July 2004
Timing
Timing Control
Control
The amount (volume) of fuel
metered into the timing chamber
determines the separation
between the upper and timing
plungers.
The amount of separation
determines the effective
length of the injector
plunger. This length
determines when injection
will start. Changing the
overall plunger length
changes the “start of
injection.”
High Pressure Injection
Supervisor Seminar
July 2004
Timing
Timing Control
Control
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.
High Pressure Injection
Supervisor Seminar
July 2004
Injection
Injection Begins
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.
High Pressure Injection
Supervisor Seminar
July 2004
End
End of
of Injection
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.
High Pressure Injection
Supervisor Seminar
July 2004
End
End of
of Injection
Injection
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.
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.
High Pressure Injection
Supervisor Seminar
July 2004
End
End of
of Injection
Injection
During the last 5 mm 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.
High Pressure Injection
Supervisor Seminar
July 2004
End
End of
of Injection
Injection
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.
High Pressure Injection
Supervisor Seminar
July 2004
Mechanical
Mechanical Crush
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 seated
in the nozzle during
combustion.
High Pressure Injection
Supervisor Seminar
July 2004
