Electronic Unit Injectors & Unit Pumps (EUI's & EUP's) ra wojny ures ny | mine ut rues COMMON HSG. INJECTOR: agow aololo] ossrgsuron YUU iil U consinen QUY WOMOUAL vOZZLe! __WoIvOUAL NOZZLES __pUNBLADLILES __NOIVOUAL nozzLe3 Above: Types of high-pressure fuel systems Unit Injectors are less commonly also called Combined Pump and Nozzle ‘Acronyms are: MUI, (Mechanical Unit Injectors) EUI, (Electronic Unit Injectors) and HEUL §(Hydraulically aciuated Electronic Unit Injector) The pumping plunger and nozzle are located in the same body and a camshaft actuates the injector. A common fuel manifold will supply all the injectors. Diesel-Einspritzsysteme von Bosch VP44 CRS uls UPS Radialkolben- — Common-Rail- Unit-Injector- Unit-Pump- Verteiler- System System System einspritzpumpe Druckspeicher/Rail Iniektor Oo fff, Hocharuck- pumpeFunctions Electronic unit injectors are mechanically pressurized and electronically controlled. This means injection timing, duration, and metering are controlled by the ECM or electronic governor. Unit injection systems functions are incorporated into one unit the following functions: © Time fuel delivery Pressurize the fuel for combustion Atomize and distribute fuel in the combustion chamber ‘Shown here is the unit injector in extemely simpiltied form. However. itis easy to understand how the injector works, In ths postion, the pistons atts highest and tne valve is open. Fuel ilows through the injector and all of the spaces are filled with fuol. ‘The camshaft has pushed down the piston and the inlet is pugged. No injection will take place duo to the fact that the valve is open. Fuol is forced out only through the piston outlet Pressure relet Injpction “The solenoid is energized and the valve closes Theinjectormuste relievedtrom the pressure rapidly. Theppistonis stiltravelingdownwards and the fuel pressure is rising rapidly. The injector needle opens at 4,350 psi, then the pressure Increases stllfurther to morethan22,000psi. The fuel is injected in the form of tiny droplets or mist. ‘Trigger pulses Of the fuel so that injection is discontinued very quickly and defintely. This is what happens when the solenoid is not energized and the valve opens again. ‘As you can see, the position of the valve determines whether injection will take place or not ‘Open vaive - no injection, Closed valve - injection. ‘The position of the valve is determined in turn by whether or notthe solenoid is energized. The valve is opened end hele open by the so'enoid. Power i supplied to the solencid for only a few mill seconds. This short power feed is known as the tri ‘The pulses determine two things: igger pulse. 1m When injection should start (now many degrees BTDC). 1m How ong injection lasts, and how much fuel should be injected.UNIT INJECTOR SCHEMATIC MECHANICAL IJECTOR ELECTRON UNT INJECTOR Unit injection high-pressure fuel systems are capable of the highest spray in pressures because of the mechanism responsible for pressurizing fuel. Currenily, spray-in pressures are approximately 30,000 psi or 2000 bar. This compares with 17,000 for the very best PLN and 8,000 for the best distributor type fuel system. (I-bar + 14.7psi = 1- atmosphere). UNIT RUECTOR ACTUATIONUnit Injector (UI) and Unit Pump (UP): Functional prineipie e Operating states: Col current Suction stroke, a] e a Inbal stroke, Prestroke, Residual stroke — Actuating cam, Pump plunger, — Folower spring, High-pressure chamber, ‘Solenold-valve needle siroke Solenoia-vaive needle, Solenoia-valve chamber, Fea passage. Fuel-retum passag, ul J Coil, 10 Solenoid.valve seat n Nozzle assembly. % Coll current, Injection pressure /iy Solonoid-vaive needle stroke, _p. Injection pressure in, Nozzle-needie stroke a Nozzle-needle stroke ny Llae/ iI or=De (Crankshan angle —>Generally, an engine-mounted camshaft is used to pressure fuel. Due to the camshatt’s size and the surface area of the injector lobe — usually the widest lobe on the camshaft, the greatest mechanical forces are transmitted to pressurize fuel. This contrast sharply with the size limitations of PLN pumps camshafts. Volvo VECTRO EECU Fee Injection delay Some injection delay can tuke place when pushrods transmit force to the injectors since pushrods may bend, flex or compress. However, overhead cam engines can transmit mechanical forces without any injection delay. Furthermore, since fewer parts are involved in the injector-train mechanism other benefits include: simplifying engine construction, minimizing wear surfaces and clearance requirements to compensate fort thermal expansion of parts Electronic Unit Pumps (EUP’s) Unit injection pumps use separate pumping elements to pressurize fuel. Pressurization is accomplished using an engine- mounted camshaft that provides for high pressurization of fuel. The pump is connected to the fuel nozzle through a high-pressure fuel line. While this system features of higher spray-in pressures than a few other fucl systems, though not as high as unitHIGH PRESSURE LINE Tam g : g Doe, INvecTiON NOZZLE PRESSURE LINE | CHAMBER PRESSURE Bis HoH. ‘CYLINDER FUEL RETURN UNIT PUMP, nt puve ‘SOLENOID HIGH PRESSURE CHAMBER PUMP PLUNGERinjectors, the use of the high-pressure fuel line and delivery valves in the pump incorporates injection delay to the design. © These system feature spray-in pressures of 26,500psi. + EUP’s are adapted to engines formerly using PLN fuel systems because they require minimal amounts of engine modification, * Currently, the electronically controlled EUP’s are used on several on highway engines Mack E-7 E-tech/ASSET, Series $$ Detroit Diesel, MBE 400 & 900 engines. Solenoid 9 Cesare Sy Li & Fey ZED NZ = oe : LOR (4 Punger ) ) cS rarm rome) ) ust ee asin S176B/3406E ar Fuol see Fuol System 'ASicee NOTE: Signals end Timing not sea Te Roterence ULL LP Sigs T I Injection = Breseure ' ‘Curve Exampie of 31768/3406E EUI SystemOperation When considering EUI operation, two major designs are used. The most common one used by most manufacturers includes a solenoid operated spill or poppet valve. This valve allows fuel below the injector plunger to spill to the low-pressure fuel return when current is not supplied to the solenoid. By energizing the solenoid, the spill valve closes, fuel is trapped below an injector plunger, pressurized and delivered to a conventional type of nozzle valve. Metering and timing of fuel is controlled by solenoid on-off times and the duration of injection. To control both the start of injection timing and the quantity of fuel metered, the ECM sends out a PWM (pulse-width-modulated) electrical signal to each injector. The initial PWM signal determines the start of the injection, while the duration of this signal determines how long the injector can effectively spray fuel into the combustion chamber ‘as the plunger is forced down by the rocker lever assembly Caterpillar, Detroit Diesel, Volvo and United technologies use this style of injector. The operation of the spill valve is similar to the Unit pump operation. (Cummins uses a different type of unit injector which utilizing two plungers — one for timing and another for metering, See information on Cummins Electronically controlled Injector (ECI). Cummins Celect Injector Return Spring Injector Control Valve Check Valve Fuel Drain Passage Timing Chamber Metering Spill Port Metering Check Timing Plunger Fuel Supply Passage Bias Spring Metering Piston Valve Metering Chamber Closed-Nozzl Sub-Assembly Return Spring Needle Valve Cup‘Current ramping and injector response time. ‘A peak and hold current strategy is used to operate the solenoid. This means a high voltage is applied initially to the injector solenoid to ensure rapid poppet valve response time. The higher voltage will shorten injector response time by minimizing the effect of reactive inductance of the injector solenoid. Reactive inductance refers to the high clectrical resistance of a coiled wire when current is initially applied. This high resistance causes slower injector response to the electric signal resulting in injection delay and injection timing variations between cylinders and shot-to-shot variations. The expanding magnetic field induces current flow in the opposite direction of current producing the magnetic field. Until the magnetic field is stationary, the coil will have significant resistance. After the magnetic ficld has stabilized less current is requited to overcome injector coil resistance and keep the poppet valve closed. Maintaining the current at high levels would only overheat the coil. The ECM will drop the current flow to the injector. Manufacturers monitor response time to injectors in order to make adjustments to timing for each cylinder. To accomplish this, the ECM will measure the time it takes for current to rise to its desired value which closes the poppeit valve. The voltage drop across the injector is measured and timed, The delay factor between the time the electrical signal is applied to the injector coil and the time it takes to rise to the required value is applied to the next injection signal to comect the delay factor. So if the response time is 5- milliseconds, the ECM will send the electrical signal 5-milli seconds sooner for the next injection. se Po pacific) ae ING OF WEECTION (609 teat 44758 Some manufacturers use 70 - 110-volts DC PWM current to operate the injector. This can reduce response time. Detroit Diesel uses 12-volts to operate their injectors so injector response time is longer. Injector response time is an important piece of diagnostic information. If injectors have different resistances, bad connectors or become hot, theirresponse time will change. Monitoring response time indicates whether there may be a problem with an injector circuit. DIESEL ENGINE ELECTRONIC CONTROLS: ecu A tH 2He as aa s Hs oHe 7H; alls sie Dane bu Sarace 0 Hv Ais ou eee 2 | # Bact 7 3 aa. Hie 8 = 3 [creer 3 ° as cae ee he 6 ter dif: B ear ager ee ” = ————— Enon On Fn pressus 18 E ef: gata Ss age: — came “o Fw Sexson 2 Fa a Se cane U 20 rs. i “ Pa THe a” Se —— 2 1 even on rae = rast On. > [enone 24 forse. cu = i MuscroR GROUND 182 RUECTOR GROUND 388 huecrOR GROUND 585 huscron 6 muecron 8 uecron 4 murcron 3 murcron 2 muecror 1 Eno Brune Sou Meh Eno Brake Sot Lois Ene Brune Gncuwo 4112 Vour Powe Ene Posmay Grou Ens Posmion Boos PRESsUFE Banonerne Pressure Enanve On. Pressome Enecive Cootar Tem Irae Masuirono Tene Fun Tew ‘Sexcon Grown $5 Vours Encine Ox. Tour TOECM GroWe STmP MINTIG BaT_YCURRENT sca pannon mppavets UNLOADING <— > < PULL, HOLDING m1 Stent | CURRENT | DANES ia) |< Se y A PAtelaues 18 AMPS | 16 AMPS tjamps |- 12 Amps Litas | 11 Anes t TIME {SOLENOID VALVE ON FREEWHEEL a — 1 FREEWHEEL ‘SOLENOID VALVE ON a — —> =< Newer unit injector technology. Rate shaping is accomplished electronically in the newest injectors. The problem with doing this using older injector technology was the size, weight and inertia of older poppet. valve cartridges. Newer injectors such as Detroit’s N3 use smaller cartridges valves containing the solenoid and poppet valve which operate faster 10 achieve electronic control of rate shaping, Caterpillar EUI’s using ACERT injectors use 5 separate injection events all controlled electronically. 1, Pilot Injection 2. Main Injection Step One 3. Main Injection Step Two 4, Main Injection Step Three 5. Post Injection Rate shaped unit injectors can be adapted to use three different injection rate profiles to achieve either good fuel economy (lean), good emissions (clean), or optimum power (mean). LEAN CLEAN MEAN Flowrate Injection Crank AngleFOLLOWER ‘SPRING TERMINALS CONNECTOR SOLENOID STATOR ARMATURE. HIGH PRESSURE PLUG. MODULE POPPET ASSEMBLY Connon VALVE VALVE STOP. PRESSURE PLUG. NOZZLE Injector cup with coolant circulating around injector remoeves heat.Trim Codes Since variations between flow rates of injectors can i Loan occur due to manufacturing tolerances, identical injectors can deliver different quantities of fuel despite the using the same length of PWM signal. This produces emission problems and cylinder imbalance conditions. To correct this condition, manufacturers, will flow test all injectors and compare them against nominal standard value. Depending on whether the injector flows more or less fuel, a numerical value is applied to the injector. This trim code or E trim value is entered into ECM injector data where adjustments to fue! flow can be made electronically. A CD accompanies Cat ACERT service injectors. Injector data is entered into ECM computer memory when the injector is replaced. Injector failures Water contamination is the greatest concern because it is the most common form of contaminant. Water may be introduced into the fuel supply during fuelling when warm, moisture laden air condenses on the cold mnszeron, ‘metal walls of fuel storage tanks or dissolve ere alia into the cooler fuel. The effects of water in FOLLOWER rnin diesel fuel can be serious. Since water | popper cannot pass easily through nozzle orifices, | couTmot water can accumulate, vaporize and then me cause a tip to blow off an injector. Water causes galling and seizure of injector MwuecToR plungers since it disrupts the lubricating so film strength of fuel. Water can combine Siatoae: ith sulphur in the fuel to form corrosive acids. a Dirt can cause premature wear and supe. ourter Ties " shortened injector life. The cartridge valve CHAMOER | (i ovenma ‘or poppet valve is easily damaged by the pit VT nil continuous abrasive action of dirt. While mast ee ——-H |! EF most filters can remove particles down to 10 panies ol nNOS, microns in size, the most damaging dirt Teas at particles are between 6-8 microns in size concen vatve 7) vaure according to SWR lab. Micro-glass filters Ht fae are the preferred filter medium for EUL's, serine cage va These filters have a nominal rating of 2 cessis o Valve Croseseetiana ew ane ideniestion of inajr pars of series 60 engine lectronialy coszlleg unt teersmicrons meaning 90% of particles 2 microns or larger are removed. Fuel Pro can remove particles down to 5-microns. ARROW INDICATES NORMAL FOLLOWER POSITION 44785 injector seized and one with tip blown-offMost abrasive wear ls vemawear caused by 5-7 micron particles. 5 Micron Filter Fuel temperature Diesel fuel provides cooling of the injection system. However, the temperature of the fuel may vary considerably due to engine operating temperature. As fuel temperature increases, fuel viscosity decreases, along with the lubrication capabilities of the fuel. When the system is operated with clevated fuel temperatures, the injectors will operate at reduced intemal clearances. As a result, dirt and smaller particulate material may cause injection durability concems. Installing a fuel cooler or operating with fuel tanks above half-full may also help eliminate concem, Maintaining proper fuel temperatures will help provide proper fuel injection system functioning.Testing EU's Bench testing of EUI injectors is not practical in the field. If an injector is suspected defective, a cylinder cut-out test can be performed to identify the bad injector. An injector swap can be done between a suspected injector and a good injector to differentiate between a defective injector or some other cylinder condition. inder Cutout Ckinder Pulse @ REM, Cinder Pulsdvidh@ RPM Test Type me 4s@ <9 utonasic © me 1002) Morusl > ae = = woe " ar@ 937 73 me as@ 1m We me oe 47 @ 1005, natigal Free RPM Bint Tort este Baiaine Puseivioh 43° @ 1001 APM Tort Completed