C9 Marine Generator Set Engines Caterpillar


Fuel System

Usage:

C9 C9A


Illustration 1g01047334
(1) Unit injector hydraulic pump
(2) Oil flow to engine
(3) Oil filter
(4) Engine oil pump
(5) Injectors
(6) Oil cooler
(7) High pressure oil passage
(8) Fuel supply passage
(9) Fuel transfer pump
(10) Fuel filter
(11) Primary fuel filter/water separator
(12) Fuel tank
(13) Fuel pressure regulator
(14) Back of camshaft gear
(15) Speed/timing sensors
(16) Electronic Control Module (ECM)
(17) Oil temperature sensor (If Equipped)
(18) Boost pressure sensor
(19) Engine coolant temperature sensor
(20) Inlet air temperature sensor
(21) Atmospheric air pressure sensor (If Equipped)
(22) Engine oil pressure sensor
(23) Fuel pressure sensor
(24) Throttle position sensor

Introduction

The operation of the fuel system of the Hydraulic Electronic Unit Injector (HEUI) is completely different from any other type of fuel system that is actuated mechanically. The HEUI fuel system is completely free of adjustment. Adjustments to the components that are mechanical can not be made. Changes in performance are made by installing different software in ECM (16).

This fuel system consists of four basic components:

  • HEUI (5)

  • ECM (16)

  • Unit injector hydraulic pump (1)

  • Fuel transfer pump (9)

Note: The components of the HEUI fuel system are not serviceable. These fuel system components must not be disassembled. Disassembly will damage the components. If the components have been disassembled, Caterpillar may not allow a warranty claim or Caterpillar may reduce the warranty claim.

Component Description

Hydraulic Electronic Unit Injector



Illustration 2g01093649
(5) Unit injector

The HEUI fuel system utilizes a hydraulically actuated electronically controlled unit injector (5).

All fuel systems for diesel engines use a plunger and barrel in order to pump fuel under high pressure into the combustion chamber. This fuel is pumped into the combustion chamber in precise amounts in order to control engine performance. The HEUI uses engine oil under high pressure in order to power the plunger. All other fuel systems use a fuel injection pump camshaft lobe in order to power the plunger. Because the HEUI is much different, a technician must use different troubleshooting methods.

The HEUI uses engine lubrication oil that is pressurized from 6 MPa (870 psi) to 25 MPa (3650 psi) in order to pump fuel from the injector. The HEUI operates in the same way as a hydraulic cylinder in order to multiply the force of the high pressure oil. By multiplying the force of the high pressure oil, the HEUI can produce injection pressures that are very high. This multiplication of pressure is achieved by applying the force of the high pressure oil to a piston. The piston is larger than the plunger by approximately six times. The piston that is powered by engine lubrication oil under high pressure pushes on the plunger. This engine lubrication oil under high pressure is called the actuation pressure of the oil. The actuation pressure of the oil generates the injection pressure that is delivered by the unit injector. Injection pressure is greater than actuation pressure of the oil by approximately six times.

Low actuation pressure of the oil results in low injection pressure of the fuel. During conditions of low speed such as idle and start, low injection pressure is utilized.

High actuation pressure of the oil results in high injection pressure of the fuel. During conditions of high speed such as peak torque and acceleration, high injection pressure is utilized.

There are many other operating conditions when the injection pressure is between the minimum and the maximum. Regardless of the speed of the engine, the HEUI fuel system provides infinite control of injection pressure.

ECM

ECM (16) is located on the left side of the engine. The ECM is a powerful computer that provides total electronic control of engine performance. The ECM uses data from engine performance that is gathered by several sensors. The ECM uses this data in order to make adjustments to the fuel delivery, injection pressure and injection timing. The ECM contains programmed performance maps (software) in order to define horsepower, torque curves and rpm. This software is commonly called the personality module.

The ECM does not have a replaceable personality module. The personality module is a permanent part of the ECM. The personality module can be reprogrammed by using Caterpillar Electronic Technician (ET).

ECM (16) logs faults of engine performance. The ECM is also capable of running several diagnostic tests automatically when the ECM and Cat ET are used together.

Unit Injector Hydraulic Pump



Illustration 3g01093651
(1) Unit injector hydraulic pump

Unit injector hydraulic pump (1) (high pressure oil pump) is located at the left front corner of the engine. The unit injector hydraulic pump is a variable delivery piston pump. The unit injector hydraulic pump uses a portion of the engine lubrication oil. The unit injector hydraulic pump pressurizes the engine lubrication oil to the injection actuation pressure that is required in order to power the HEUI injectors (5).

Pump Pressure Regulator

The pump pressure regulator is internal to the unit injector hydraulic pump. The pump pressure regulator is a valve of high precision that controls pump outlet pressure (actuation pressure) by changing pump outlet flow. The performance maps of ECM (16) contain a desired actuation pressure for every engine operating condition. The ECM sends a control current to the pump pressure regulator. The control current should make the actual actuation pressure equal to the desired actuation pressure.

The pump pressure regulator is an actuator that converts an electrical signal from the ECM to the mechanical control of plunger sleeves in order to change the pump outlet flow and the pump outlet pressure.

Fuel Transfer Pump



Illustration 4g01809173
(1) Unit injector hydraulic pump
(9) Fuel transfer pump

Fuel transfer pump (9) is mounted on the back of unit injector hydraulic pump (1). The fuel transfer pump is used in order to draw fuel from fuel tank (12). Also, the fuel transfer pump is used in order to pressurize the fuel to 450 kPa (65 psi). The pressurized fuel is supplied to injectors (5).

The fuel transfer pump is a gear pump. The pump is mounted on the back of the unit injector hydraulic pump. The fuel transfer pump is driven by the hydraulic pump shaft. A relief valve in the fuel transfer pump limits the outlet pressure to 689 ± 69 kPa (100 ± 10 psi). Fuel is drawn from the tank to the inlet port of the pump. The rotation of the gears causes the fuel to flow out of the pump outlet port through the secondary fuel filter (10) and to the fuel supply passage (8) that is located in the cylinder head.

Injection Actuation Pressure Sensor (IAP)

The IAP Sensor monitors injection actuation pressure. The IAP Sensor sends a continuous voltage signal back to ECM (16). The ECM interprets the signal. The ECM is aware of the injection actuation pressure at all times.

HEUI Fuel System

Low Pressure Fuel System



Illustration 5g01047354
(1) Unit injector hydraulic pump
(5) Injectors
(8) Fuel supply passage
(9) Fuel transfer pump
(10) Fuel filter
(11) Primary fuel filter/water separator
(12) Fuel tank
(13) Fuel pressure regulator

The low pressure fuel system serves two functions. The low pressure fuel system supplies fuel for combustion to injectors (5). The low pressure fuel system also supplies excess fuel flow in order to remove air from the system.

The low pressure fuel system consists of five basic components:

  • Fuel tank (12)

  • Primary fuel filter/water separator (11)

  • Two micron secondary fuel filter (10)

  • Fuel transfer pump (9)

  • Fuel pressure regulator (13)

Fuel transfer pump (9) is mounted on the back of unit injector hydraulic pump (1).

Fuel is drawn from fuel tank (12) and flows through a thirteen micron primary fuel filter/water separator (11). The primary fuel filter/water separator removes large debris from the fuel. The debris may have entered the fuel tank during fueling. The debris may have also entered the fuel tank through the vent for the fuel tank. The primary filter element also separates water from the fuel. The water is collected in the bowl at the bottom of the primary fuel filter/water separator.

Fuel flows from the primary fuel filter/water separator to the inlet side of fuel transfer pump. An inlet check valve in the inlet port of the fuel transfer pump opens in order to allow the flow of fuel into the pump. After the fuel flow has stopped, the inlet check valve closes in order to prevent fuel flow out of the inlet port. Fuel flows from the inlet port in the pump to the outlet port. Pressurized fuel flows from the outlet port of the pump to the two micron secondary fuel filter (10). A two micron secondary fuel filter is standard on all Caterpillar engines. These fuel filters are high efficiency. This filter removes very small abrasive contaminants from the fuel. The primary fuel filter/water separator will not trap these small contaminants. Very small abrasive particles in the fuel cause abrasive deterioration of the unit injectors. The two micron secondary fuel filter removes 98 percent of all particles that are two microns and those particles that are larger than two microns. The use and regular maintenance of this two micron filter will provide a significant improvement in injector life.

Fuel flows from the two micron secondary filter to the fuel supply passage (8) in the cylinder head. The fuel supply passage is a drilled hole which begins at the front of the cylinder head. The fuel supply passage extends to the back of the cylinder head. This passage connects with each unit injector bore in order to supply fuel to unit injectors. Fuel from the transfer pump flows through the cylinder head to all of the unit injectors. Excess fuel flows out of the back of the cylinder head. After the excess flows out of the back of the cylinder head, the fuel flows into fuel pressure regulator (13).

The fuel pressure regulator consists of an orifice and a check valve that is spring loaded. The orifice is a flow restriction that pressurizes the supply fuel. The check valve that is spring loaded opens at 35 kPa (5 psi) in order to allow the fuel which has flowed through the orifice to return to the fuel tank. When the engine is off and no fuel pressure is present, the check valve that is spring loaded closes. The check valve that is spring loaded closes in order to prevent the fuel in the cylinder head from draining back to the fuel tank.

Injection Actuation System

Actuation Oil Flow



Illustration 6g01047355
(1) Unit injector hydraulic pump
(3) Oil filter
(4) Engine oil pump
(5) Injectors
(6) Oil cooler

The injection actuation system serves two functions. The injection actuation system supplies high pressure oil in order to power HEUI injectors (5). Also, the injection actuation system controls the injection pressure that is produced by the unit injectors by changing the actuation pressure of the oil.

The injection actuation system consists of four basic components:

  • Engine oil pump (4)

  • Engine oil filter (3)

  • Unit injector hydraulic pump (1)

  • IAP sensor

Oil from engine oil pump (4) supplies the needs of the engine lubrication system. Also, oil from the engine oil pump supplies the needs of unit injector hydraulic pump (1) for the fuel system. The capacity of the engine oil pump has been increased in order to meet the additional flow requirement that is necessary.

Oil that is drawn from the sump is pressurized to the lubrication system oil pressure by the engine oil pump. Oil flows from the engine oil pump through engine oil cooler (6), through engine oil filter (3), and then to the main oil gallery. A separate circuit from the main oil gallery directs a portion of the lubrication oil in order to supply unit injector hydraulic pump (1). A steel tube on the left side of the engine connects the main oil gallery with the inlet port of the unit injector hydraulic pump. The connection point is the top port of the manifold on the engine side cover.

Oil flows into the inlet port of the unit injector hydraulic pump and the oil fills the pump reservoir. The pump reservoir provides oil to the unit injector hydraulic pump during start-up. Also, the pump reservoir provides oil to the unit injector hydraulic pump until the engine oil pump can increase pressure.

The pump reservoir also provides makeup oil to the high pressure oil passage (7) in the cylinder head. When the engine is off and the engine cools down, the oil shrinks. A check valve in the pump allows oil to be drawn from the pump reservoir in order to keep the high pressure oil passage full.

Oil from the pump reservoir is pressurized in unit injector hydraulic pump (1) and the oil is pushed out of the outlet port of the pump under high pressure. Oil then flows from the outlet port of the unit injector hydraulic pump to the high pressure oil passage in the cylinder head.

The high pressure oil passage connects with each unit injector bore in order to supply high pressure actuation oil to unit injectors (5). Actuation oil that is under high pressure flows from the unit injector hydraulic pump through the cylinder head to all of the injectors. Oil is contained in the high pressure oil passage until the oil is used by the unit injectors. Oil that has been exhausted by the unit injectors is expelled under the valve covers. This oil returns to the crankcase through oil drain holes in the cylinder head.

Actuation Oil Pressure Control



Illustration 7g01799501
(25) Armature
(26) Pressure regulator solenoid
(27) Poppet valve
(28) Pressure relief valve
(29) Actuator piston
(30) Pump outlet port
(31) Sliding sleeve
(32) Spill port
(33) Drive gear
(34) Eccentric drive plate
(35) Idler
(36) Plunger
(37) Check valve

The unit injector hydraulic pump is a variable delivery piston pump. The pump is designed in order to generate adequate flow under the conditions that are the most demanding.

The unit injector hydraulic pump is driven by the gear train on the front of the engine. A drive gear (33) on the front of the pump turns the pump drive shaft. An eccentric drive plate (34) on the pump drive shaft causes the pump plungers (36) to move in and out within the pump barrel.

As the plungers move out of the barrel, oil is drawn into the inside of the plunger through inlet ports in the eccentric drive plate. Oil is forced out of the plunger when the plunger is pushed back into the barrel. This oil flow can flow through a spill port (32) in the plunger or through an outlet check valve (37) into the pump outlet port (30).

Each plunger contains a spill port which is covered by a sliding sleeve (31) during part of the plunger stroke. Changing the position of the sleeve changes the effective pumping stroke of the plunger and increases or decreases pump outlet flow.

The pressure of the injection actuation system is controlled by matching pump outlet flow to the flow demand for the injection actuation system. The position of the plunger sleeves is changed in order to control the pump outlet flow. Moving the sleeves to the left covers the plunger spill port for a longer distance. This increases effective pumping stroke and pump outlet flow. Moving the sleeves to the right covers the plunger spill port for a shorter distance which reduces the effective pumping stroke. This also reduces the pump outlet flow.

All of the plunger sleeves are connected to an idler (35). The idler is connected to an actuator piston (29). Moving the actuator piston right or left causes the idler and sleeves to move the same distance to the right or to the left.

Three forces act on the actuator piston. These forces determine the piston position.

  • Spring force

  • Pump outlet pressure

  • Control pressure

A combination of spring force and control pressure oppose pump outlet pressure. This combination determines the position of the actuator piston.

Pump outlet pressure acts on the left side of the actuator piston. This moves the actuator piston to the right and decreases pump flow.

Control outlet pressure acts on the right side of the actuator piston. This moves the actuator piston to the left and increases pump flow.

Spring force also acts on the actuator piston. This moves the actuator piston to the left and increases pump outlet flow.

Control pressure is determined by the amount of current from the ECM to the solenoid for the pump pressure regulator (26). A small amount of pump outlet flow goes through a small passage in the actuator piston. This small amount goes out of an orifice and into the control pressure cavity. The pressure in this cavity is limited by a small poppet valve. The opening of the poppet valve allows a portion of the oil in the cavity to flow to drain. A force holds the poppet valve closed. This force on the poppet valve is created by a magnetic field that acts on an armature (25). The strength of the magnetic field determines the required pressure in order to overcome the force of the magnetic field. This pressure opens the poppet valve.

An increase of current to the solenoid causes an increase to the following items:

  • The strength of the magnetic field

  • The force on the armature and poppet valve

  • The control pressure which opens the poppet valve

A reduction of current to the solenoid causes a reduction to the following items:

  • The strength of the magnetic field

  • The force on the armature and poppet valve

  • The control pressure which opens the poppet valve

An increase of current to the solenoid causes an increase in control pressure. A decrease of current to the solenoid causes a decrease in control pressure. An increase of current to the solenoid causes an increase in pump outlet pressure. A decrease of current to the solenoid causes a decrease in pump outlet pressure.

The ECM monitors actuation pressure. The ECM constantly changes current to the pump pressure regulator in order to control actuation pressure. Three components work together in a closed loop circuit in order to control actuation pressure.

  • ECM

  • IAP sensor

  • Pump pressure regulator

The closed loop circuit works in the following manner:

  • The ECM determines a desired actuation pressure by gathering information from sensor inputs and software maps.

  • The ECM monitors actual actuation pressure through a constant signal voltage from the IAP sensor.

  • The ECM constantly changes control current to the pump pressure regulator. This changes the pump outlet pressure.

There are two types of actuation pressure:

  • Desired actuation pressure

  • Actual actuation pressure

Desired actuation pressure is the injection actuation pressure that is required by the system for optimum engine performance. The desired actuation pressure is established by the performance maps in the ECM. The ECM selects the desired actuation pressure. The selection is based on the signal inputs from many sensors. The ECM is getting signal inputs from some of the following sensors: throttle position sensor, boost pressure sensor, speed-timing sensors and coolant temperature sensor . The desired actuation pressure is constantly changing. The change is based on various signal inputs. The changing engine speed and engine load also cause the desired actuation pressure to change. The desired actuation pressure is only constant under steady state conditions (steady engine speed and load).

Actual actuation pressure is the actual system pressure of the actuation oil that is powering the injectors. The ECM and the pump pressure regulator are constantly changing the amount of pump outlet flow. This constant changing makes the actual actuation pressure equal to the desired actuation pressure.

Pump Pressure Regulator Valve Operation

The pump pressure regulator valve has the following three stages:

  • Valve operation (engine off)

  • Valve operation (cranking the engine)

  • Valve operation (running engine)

Valve Operation (ENGINE OFF)



Illustration 8g01799550
(29) Actuator piston
(38) Actuator spring
(31) Sliding sleeve

When the engine is off, there is no pump outlet pressure from the pump and there is no current to the pressure regulator solenoid from the ECM. The actuator spring (38) pushes the actuator piston (29) completely to the left. The idler which is not shown and sliding sleeves (31) are moved to the left also. At this point, the pump is in the position of maximum output.

Valve Operation (ENGINE CRANKING)



Illustration 9g01799552
(26) Pressure regulator solenoid
(39) Drain
(27) Poppet valve
(29) Actuator piston
(38) Actuator spring

During engine start-up, approximately 6 MPa (870 psi) of injection actuation pressure is required in order to activate the unit injector. This low injection actuation pressure generates a low fuel injection pressure of about 35 MPa (5000 psi). This low fuel injection pressure aids cold starting.

In order to start the engine quickly, the injection actuation pressure must rise quickly. Because the unit injector hydraulic pump is being turned at engine cranking speed, pump flow is very low. The ECM sends a strong current to the pressure regulator solenoid (26) in order to keep the poppet valve (27) closed. With the poppet valve in the closed position, all of the flow to drain (39) is blocked. The control pressure is equal to the pump outlet pressure. The hydraulic forces that act on each side of the actuator piston (29) are equal. The actuator spring (38) holds the actuator to the left. The pump produces maximum flow until the 6 MPa (870 psi) desired pressure is reached. Now, the ECM reduces the current to the pressure regulator solenoid in order to reduce control pressure. The reduced control pressure allows the actuator piston to move to the right. This reduces pump outlet flow in order to maintain the 6 MPa (870 psi) desired pressure.

Note: If the engine is already warm, the pressure that is required to start the engine may be higher than 6 MPa (870 psi). The values for the desired actuation pressures are stored in the performance maps of the ECM. The values for desired actuation pressures vary with engine temperature.

Once the unit injectors begin to operate, the ECM controls the current to the pressure regulator. The ECM and the pressure regulator solenoid will maintain the actuation pressure at 6 MPa (870 psi) until the engine starts. The ECM monitors the actual actuation pressure through the IAP Sensor that is located in the high pressure oil manifold. The ECM establishes desired actuation pressure by monitoring several electrical input signals and the ECM sends a predetermined current to the pressure regulator solenoid. The ECM also compares the desired actuation pressure to the actual actuation pressure in the high pressure oil passage. The ECM adjusts the current levels to the pressure regulator solenoid in order to make the actual actuation pressure equal to the desired actuation pressure.

Valve Operation (ENGINE RUNNING)



Illustration 10g01799554
(26) Pressure regulator solenoid

Once the engine starts, the ECM controls the current to the pump pressure regulator (26) in order to maintain the desired actuation pressure. The IAP Sensor monitors the actual actuation pressure in the high pressure oil passage in the cylinder head. The ECM compares the actual actuation pressure to the desired actuation pressure 67 times per second. The ECM adjusts the current levels to the pump pressure regulator when the actual actuation pressure and the desired actuation pressure do not match. These adjustments make the actual injection actuation pressure equal to the desired injection actuation pressure.

Oil Flow (ENGINE RUNNING)

A small amount of pump outlet flow flows through the actuator piston and into the control pressure cavity. Control pressure increases and the increased pressure unseats the poppet valve. The open poppet valve allows flow to the drain. The ECM changes control pressure by increasing or reducing the current to the pressure regulator solenoid and resultant force on the poppet.

The following items create a closed loop system.

  • ECM

  • IAP

  • Pressure Regulator

This closed loop system provides infinitely variable control of pump outlet pressure. This pump outlet pressure has a range from 6 MPa (870 psi) to 25 MPa (3626 psi).

HEUI Injector (Components)

The HEUI injector serves four functions. The HEUI injector pressurizes supply fuel from 450 kPa (65 psi) to 175 MPa (25400 psi). The HEUI injector functions as an atomizer by pumping high pressure fuel through orifice holes in the unit injector tip. The HEUI injector delivers the correct amount of atomized fuel into the combustion chamber and the HEUI injector disperses the atomized fuel evenly throughout the combustion chamber.



Illustration 11g01799574
(40) Solenoid
(41) Armature spring
(42) Armature
(43) Seated pin
(44) Spool spring
(45) Spool valve
(46) Check ball for intensifier piston
(47) Intensifier piston
(48) Return spring
(49) Plunger
(50) Barrel
(51) Nozzle case
(52) Inlet fill check
(53) Stop
(54) Nozzle spring
(55) Check piston
(56) Sleeve
(57) Reverse flow check valve
(58) Nozzle check
(59) Nozzle tip

The HEUI injector consists of three major parts:

  • Upper end, or actuator (A)

  • Middle, or pumping unit (B)

  • Lower end, or nozzle assembly (C)

The upper end (A) consists of the following items:

  • Solenoid (40)

  • Armature (42)

  • Armature spring (41)

  • Spool valve (45)

  • Spool spring (44)

  • Seated pin (43)

  • Check ball for intensifier piston (46)

The middle of the injector (B) contains the following items:

  • Intensifier piston (47)

  • Return spring (48)

  • Plunger (49)

  • Barrel (50)

The lower end of the injector (C) consists of the following items:

  • Nozzle case (51)

  • Stop (53)

  • Inlet fill check (52)

  • Sleeve (56)

  • Reverse flow check valve (57)

  • Nozzle spring (54)

  • Check piston (55)

  • Nozzle check (58)

  • Nozzle tip (59)

These components work together in order to produce different rates for fuel injection. The rates for fuel injection are electronically controlled by performance software in the ECM.

Operation of HEUI Fuel Injector

The HEUI injector operates with a split injection cycle. The split injection cycle has five phases of injection:

  • Pre-injection

  • Pilot injection

  • Injection delay

  • Main injection

  • Fill

Pre-Injection



Illustration 12g01799594
(41) Armature spring
(42) Armature
(43) Seated pin
(44) Spool spring
(45) Spool valve
(47) Intensifier piston
(49) Plunger
(55) Check piston
(58) Nozzle check

The injector is in the phase of pre-injection when the engine is running and the injector is between firing cycles. Plunger (49) and the intensifier piston (47) are at the top of the piston bore. The cavity below the plunger is full of fuel.

In the upper end, the armature (42) and the seated pin (43) are held down by the armature spring (41). High pressure actuation oil flows into the injector. The oil then flows around the seated pin to the top of the check piston (55). This provides a positive downward force on the nozzle check (58) at all times when fuel is not being injected.

The spool valve (45) is held in the top of the bore for the spool valve by the spool spring (44). In this position, the spool valve blocks actuation oil from reaching the intensifier piston. Actuation pressure is felt on both the top and bottom of the spool, so hydraulic forces on the spool are balanced. The spool valve is held in the up position or the closed position by the force of the spool spring.

Pilot Injection



Illustration 13g01799595
(40) Solenoid
(42) Armature
(43) Seated pin
(45) Spool valve
(46) Check ball for intensifier piston
(47) Intensifier piston
(49) Plunger
(54) Nozzle spring
(55) Check piston
(58) Nozzle check
(59) Nozzle tip
(60) Drain

Pilot injection occurs when the ECM sends a control current to the solenoid (40). The current creates a magnetic field which lifts the armature (42) and the seated pin (43). The seated pin has a lower seat and an upper seat. When the seated pin is lifted by the armature, the upper seat closes off the flow of actuation pressure to the check. The lower seat opens. This allows the actuation oil on top of check piston (55) to flow to drain (60). Actuation oil that is trapped below spool (45) will also flow to drain (60). The actuation oil drains through a vent hole in the side of the injector.

The drop in pressure under the spool causes a hydraulic difference that acts on the spool. The spool moves into the open position when hydraulic pressure acts on the top of the spool. This hydraulic pressure forces the spool downward. The downward movement of the spool is stopped when the spool and the pin force the check ball (46) for the intensifier piston onto the ball seat in the closed position. This prevents any actuation pressure from escaping from the cavity for the intensifier piston (47). This drop in the actuation pressure also removes the downward force on the check piston.

Actuation oil now flows past the open spool and to the top of the intensifier piston. The downward movement of the piston and plunger (49) pressurizes the fuel in the plunger cavity to the nozzle tip (59). Pilot injection begins when the injection pressure increases in order to overcome the force of the nozzle spring (54) which lifts the nozzle check (58).

Pilot injection will continue if the following conditions exist:

  • The solenoid is energized.

  • The spool remains open.

  • There is no actuation pressure on top of the check piston.

Injection Delay



Illustration 14g01799703
(40) Solenoid
(41) Armature spring
(42) Armature
(43) Seated pin
(44) Spool spring
(45) Spool valve
(47) Intensifier piston
(49) Plunger
(55) Check piston
(58) Nozzle check

Injection delay begins when the control current to the solenoid (40) stops and the solenoid is de-energized. The armature (42) is held in the up position by a magnetic field. When the magnetic field is de-energized, the armature spring (41) pushes the armature and the seated pin (43) downward. The seated pin closes the lower seat and the seated pin opens the upper seat. This allows the actuation pressure to flow to the top of the check piston (55). The hydraulic force on the check piston quickly overcomes the injection pressure and the nozzle check (58) closes. Injection stops at this point.

Actuation pressure increases under the spool valve (45) that creates the balance of hydraulic force on the top and bottom of the spool. The weak spool spring (44) now acts on the spool. This closes the spool very slowly. As the spool remains open, actuation pressure continues to flow past the spool to intensifier piston (47) and to plunger (49). The injection pressure in the nozzle and in the plunger cavity increases very quickly when the nozzle check is held in the closed position.

Main Injection



Illustration 15g01799708
(40) Solenoid
(42) Armature
(43) Seated pin
(45) Spool valve
(46) Check ball for intensifier piston
(55) Check piston
(58) Nozzle check
(60) Drain

Main injection begins when the solenoid (40) is re-energized. The magnetic field is instantly created and the force of the magnetic field lifts the armature (42) and the seated pin (43). The upper seat closes off the flow of actuation pressure and the upper seat opens the check piston (55) and the bottom of the spool (45) to the drain (60). The hydraulic force that holds the nozzle check (58) closed quickly dissipates and the injection pressure opens the nozzle check. This is the start of main injection. A difference in hydraulic forces on the spool is also created. This difference forces the spool downward. The check ball (46) for the intensifier piston is held in the closed position when the spool is in this position. Main injection continues if the solenoid remains energized.

Fill



Illustration 16g01799713
(40) Solenoid
(41) Armature spring
(42) Armature
(43) Seated pin
(44) Spool spring
(45) Spool valve
(46) Check ball for intensifier piston
(47) Intensifier Piston
(48) Return spring
(49) Plunger
(55) Check piston
(57) Reverse flow check valve
(58) Nozzle check
(60) Drain

The fill cycle begins when the solenoid (40) is de-energized. The armature (42) and the seated pin (43) are forced down by the armature spring (41). The seated pin closes the lower seat and the seated pin opens the upper seat. Actuation pressure is restored to the top of the check piston (55). This closes the nozzle check (58) and injection ends. Actuation pressure is also felt under the valve spool (45). This restores the hydraulic balance on the spool. The valve spring (44) slowly closes the spool. This stops the flow of actuation oil to the intensifier piston (47).

As the spool raises, the check ball (46) for the intensifier piston is no longer held closed. Oil in the cavity for the intensifier piston lifts the check off the seat and flows to the drain (60) through a vent hole in the side of the injector. Return spring (48) pushes up plunger (49) and the intensifier piston. This pushes all of the oil out of the cavity for the intensifier piston. The check valve (57) for the fuel inlet is taken off of the valve seat as the plunger lifts up. This allows supply fuel to flow into the plunger cavity. The fill cycle is complete when the plunger and the piston are at the top of the bore and the plunger cavity is full of fuel.

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G3520B Industrial Engine Compressor Bypass
3508B, 3512B, and 3516B High Displacement Generator Sets Electrical System
C9 Marine Generator Set Engines Electronic Control System Components
C9 Marine Generator Set Engines General Information
3126B and 3126E Truck Engines Electric Starting Motor
PMG3516 Power Module Refill Capacities and Recommendations
G3520B Industrial Engine ECM Output Circuit (Starting Motor)
G3520B Industrial Engine ECM Status Indicator Output
C9 Marine Generator Set Engines Air Inlet and Exhaust System
C15 and C18 Engines for Caterpillar Built Machines Aftercooler - Test
2004/12/27 Portable Contamination Monitor Group Provides a Lower Cost Alternative to Particle Counting {0781, 0784, 0786, 1300, 5050}
C15 and C18 Engines for Caterpillar Built Machines Exhaust Temperature - Test
G3408C and G3412C Engines Alarms and Shutoffs
G3408C and G3412C Engines Starting the Engine
G3408C and G3412C Engines Emergency Stopping
2005/01/31 Tools Are Available for the Installation of Crankshaft Seals and Wear Sleeves {0700}
C0.5 and C0.7 Industrial Engines Crushing Prevention and Cutting Prevention
G3408 and G3412 Engines Electric Starting Motor
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