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Functions and Principals

of
HPI Fuel System
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HPI Fuel System
The HPI fuel system technology from Cummins.
The fuel system offers infinitely variable injection timing using a
simple, efficient design, with injection pressures beyond any
current Cummins fuel system.
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HPI Fuel System
The HPI fuel system features a mechanically actuated,
open nozzle type injector...
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HPI Fuel System
...and using the Cummins electronic controls, provides precise
fuel management and infinitely variable injection timing.
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Pressure/Time concept
If passages of equal flow area are now connected to unequal sources of pressure
and the time the fluid is allowed to flow is held constant, more fluid will be
collected in the container of the system that has a greater source of pressure.
Thus, if the flow area and flow time are held constant the pressure determines
the amount of fluid collected.
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Pressure/Time concept
Finally, if passages of equal flow area are connected to equal sources of pressure,
the time the fluid is allowed to flow will determine the amount of fluid collected.
Thus, if the flow area and fluid pressure are held constant, the time determines
the amount of fluid collected. These three illustrations provide an excellent
example of the Pressure/Time concept used in the HPI fuel system rail
and timing systems.
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Fuel filter head
Mounted on pan rail
Provision for fuel warmer
Three filter canisters
Increased from 2 to 3 filters
due to increased fuel flow
10 micron fuel filters with
water separators
Fuel System
Fuel Filters
HPI Components
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HPI Components
1. Pressure Sensor
2. Fuel outlet
3. Test point outlet
4. Fuel inlet
5. Test point inlet
6. Fuel pressure Actuator
From the filters, fuel flow is directed to the inlet of the gear pump.
The fuel pump is a version of the current PT fuel pump family.
The gear pump generates the system flow and pressure.
The fuel inlet is on the side of the gear pump housing.
Fuel Pump
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Fuel Pump Pressure Regulation Circuit
with Closed-Loop Control
Inlet
Gear
Pump
36 Micron
Screen
Pr. Sensor
ECM
Bypass
Valve
Actuator
Control Orifice
Outlet Check Valve
Seal Pr.
Valve
Max Pr.
Rel. Valve
Relief Orifice
Relief
Pr. Valve
105
Micron
HPI Pump Circuit
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FUEL PUMP OPERATION
During cranking the
maximum amount of fuel
goes to the engine the fuel
pump actuator remains
closed.
The supply pressure & the
controlled pressure are both
equal, the bypass valve
remains closed.
During cranking the pump
pressure should be a
minimum of 241 Kpa (35 PSI).
HPI Pump Circuit
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FUEL PUMP OPERATION
As the pressure
increases, the bypass
valve, actuator & relief
valve work together.
The ECM reads the
pressure from the fuel
pump pressure sensor
& commands the
actuator to open
causing the controlled
pressure to decrease.
This allows the bypass
valve to open allowing
fuel to pass through the
valve and back to the
inlet of the pump.
HPI Pump Circuit
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FUEL PUMP OPERATION
The relief pressure
valve is always open
above 241 Kpa (35 PSI).
Some fuel is always
bypassed through the
valve when the engine
is running.
HPI Pump Circuit
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FUEL PUMP OPERATION
The maximum pressure
relief valve is normally
closed.
When the pressure goes
above 2896 Kpa (420
PSI), during motoring or
maximum speed, the
engine does not need
fuel and the valve
opens to allow fuel to
re-circulate back to the
inlet side of the pump.
HPI Pump Circuit
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Fuel System
Electronic Fuel Control Valve Assembly
ECVA contains fuel control
Devices
Fuel shutoff valve
2 Timing actuators
1 Fuel rail actuator
1 Fuel Temp Sensor
Electronic Fuel Control Valve
Assembley
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Fuel System
Electronic Fuel Control Valve Assembly
Electronic Fuel Control Valve
Assembley
1. Fuel Inlet
2. Timing Control Actuators
3. Fuel Shut off valve
4. Metering Actuators
5. Metering Pressure Sensor
6. Timing Pressure Sensor
7. Metered Fuel Temp Sensor
8. Ambient Air Pressure Sensor
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Rail pressure control
The actuator is an electronically controlled spool type control valve. The coil
receives a PWM signal from the ECM. Depending on the signal from the
ECM, the spool will move to the left uncovering the inlet port and allowing fuel
flow.
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Fuel System
Fuel Manifold
Each fuel manifold runs the
length of the engine.
Bolted to each cylinder head.
Manifold receives fuel from
connection to the engine
block through the fuel rail.
New Rail is two piece to
Avoid cracking.
Fuel Transfer
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Fuel System
Fuel Lines
Cylinder block contain fuel
timing and metering rails
for each bank
One fuel rail per bank
Metering rail
Timing rail
Fuel Drain
Larger supply and drain
lines for injection and
timing Equalizer line
connects the two timing
fuel manifolds
Straight Thread O-ring
fitting for improved leak
prevention
Fuel Transfer
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The HPI Fuel System Injector
The HPI Fuel System Injector
The HPI fuel system injector shares
many design features with PT and
CELECT. It represents, however,
the next generation in technology.
The new HPI fuel system injector
Is capable of up to 35,000 psi of
fuel injection pressure.
Currently pressures are in the
25,000 psi range.
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The HPI Fuel System Injector
The new injector has three individual moving sections:
The lower plunger, The timing plunger, The upper plunger
All of the plungers are coated with Titanium Nitride
to resist scuffing wear and provide maximum service life.
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The HPI Fuel System Injector
Four o/ring seals separate the
different passages within the
Injector body:-
TIMING PASSAGE
DRAIN PASSAGE
RAIL PASSAGE
Sealing ring latest colour
code
O-ring (brown, small)
O-ring (black)
O-ring (brown)
O-ring (brown, large)
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The HPI Fuel System Injector
HPI
The lower part of the injector is very similar to the PT injector. The plunger and
nozzle are shaped like the PT. The fuel supply, metering, drain and check
valves are also similar to the PT system. One important difference is that the
lower barrel and nozzle are one piece. This design eliminates high pressure joints.
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The HPI Fuel System Injector
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.
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The HPI Fuel System Injector
Timing section The HPI fuel system provides infinitely variable injection timing.
The timing is varied by controlling fuel pressure to the injector timing section.
The timing section consists of a balance orifice, timing plunger, and deflector ring.
The timing plunger is positioned in the barrel bore below the upper plunger
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The HPI Fuel System Injector
The upper section of the injector consists of the barrel, spring housing, return
spring, upper plunger, top stop cap and plunger link.
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The HPI Fuel System
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Theory of Operation
With the cam follower on the outer base circle all three plungers are in contact
with each other, as the camshaft rotates, the follower rolls toward the inner base
circle, which causes all three plungers to retract. 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.
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Theory of Operation
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.
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Theory of Operation
Timing and rail metering
The Rail pressure will be controlled electronically and can be as high as
290 psi or as low as 2 psi. The lower plunger is in its fully retracted position
when the spring retainer contacts the ledge.
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Theory of Operation
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.
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Theory of Operation
End of timing metering. As the cam follower starts up the injection ramp of the
camshaft, the upper plunger will move down and close the timing feed port to end
Timing Metering. The fuel that metered into the timing chamber is now trapped
between the upper plunger and the timing plunger.
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Theory of Operation
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. The separation between the plungers varies from a minimum of
2 mm to around 9 mm. This separation is sometimes referred to as " overtravel" .
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Theory of Operation
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.
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Theory of Operation
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.
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Theory of Operation
Therefore, if the pressure in the timing chamber is 12,500 PSI, pressure in the
cup can be as high as 25,000 PSI. This reduction ratio allows the injector train
to operate with minimum stress and wear yet still produce extremely high
injection pressures.
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Theory of Operation
Injection begins The downward velocity of the plungers will increase as the
follower continues up the injection ramp of the camshaft. When the pressure
in the cup exceeds the pressure in the cylinder, injection begins.
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Theory of Operation
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.
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Theory of Operation
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.
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Theory of Operation
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.
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Theory of Operation
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.
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Theory of Operation
Mechanical crush As all of the timing fuel spills from the chamber, the plungers
will make mechanical contact. The downward travel of the injector train will
continue creating a mechanical crush condition on the lower plunger.
This ensures that the plunger remains sealed in the nozzle during combustion.
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System operation overview
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System operation overview
Like the other Cummins electronic engines, HPI is commanded by an Electronic
Control Module (ECM). The 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.
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System operation overview
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.
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System operation overview
The operator opens the throttle to increase engine speed.
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.
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System operation overview
If additional engine speed is allowed, the ECM then outputs the appropriate
signals to the fuel rail control actuator to increase engine RPM. If this increase
in engine speed requires a change in injection timing, the ECM will output the
appropriate signals to the timing control actuator as well.
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Electronic Subsystems
ECM inputs.
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Electronic Subsystems
The ECM utilizes input information to determine engine fuel and timing
pressures, or, more simply, to operate the engine. The inputs are divided
into the following: Sensor inputs Switch inputs, Operator inputs, Feedback
inputs and Feature inputs.
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Electronic Subsystems
There are two temperature sensors. The temperature sensors provide critical
temperature information to the ECM. The temperature sensors are:
Coolant temperature sensor
Intake manifold temperature sensor
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Electronic Subsystems
Pressure sensors
There are six pressure sensors that provide critical information to the ECM.
The pressure sensors are: Fuel rail pressure sensor, Fuel timing pressure sensor
Oil pressure sensor, Coolant pressure sensor, Boost pressure sensor and
Ambient air pressure sensor
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Electronic Subsystems
Engine speed sensor is located on the engine on either the flywheel or cam gear
depending on engine version. The ECM processes the signal to determine engine
speed. The sensor has a dual signal output providing two separate signals to the
ECM. Even if one signal is lost, the engine will continue to operate.
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Electronic Subsystems
Switch inputs. There can be two system switches. They are:
Idle validation switch
Coolant level switch
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Electronic Subsystems
Idle validation switch
The idle validation switch is located in the throttle pedal assembly. It provides
a confirming signal to the ECM as to the position (released or depressed)
of the throttle pedal.
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Electronic Subsystems
Coolant level switch
The coolant switch monitors the coolant level in the radiator top tank. If the fluid
level drops below a predetermined point the switch will open, indicating a low fluid
level to the ECM. The information this sensor obtains is utilized by the ECM to make
decisions for engine protection.
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Electronic Subsystems
Feedback inputs
In addition to monitoring the fuel and timing pressure sensors to determine
actual pressures, the ECM also monitors the current returning from the rail and
timing control actuator valves. This feedback information provides confirmation of
correct valve operation.
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Electronic Subsystems
Operator inputs
The two main inputs from the operator are the key switch and the throttle. The
position of the key switch determines the state of engine operation (on or off),
and the position of the throttle determines the desired engine speed.
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Electronic Subsystems
Possible feature inputs
The other possible feature inputs modify engine operation and are provided by
switches. Some of these inputs are: Alternate droop, Intermediate speed control,
Alternate torque, Alternate low idle speed,
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Electronic Subsystems
There are six system outputs. Three of the outputs control the fuel rail, timing rail,
and fuel shutdown functions. The fuel and timing control actuator valves are spool
type valves. The spools are controlled by an electromagnetic device which is
commanded by the ECM. The ECM produces the following signals:
Fuel control actuator valve signal -PWM (Pulse Width Modulation) duty cycle
Timing control actuator valve signal -PWM duty cycle
Fuel shutoff -power to the shutoff solenoid valve
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Electronic Subsystems
The remaining three outputs are for system information.
Diagnostic lamps -fault communications
Datalink -system programming
Tachometer -output signal for tachometer operation
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The HPI Fuel System Governor
Automotive governor
The automotive governor maintains engine speed based on throttle position and
engine load. The percent throttle determines the available engine torque. With the
throttle in a fixed position, engine speed will drop as the load is increased.
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The HPI Fuel System Governor
Variable speed governor
The variable speed governor varies engine speed in direct relationship to throttle
position. The governor tries to hold the engine speed constant at a fixed throttle
position.
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Engine Protection
Features
Engine Protection Features
The HPI fuel system features an engine protection system that is designed to
prevent engine damage due to prolonged exposure to extreme conditions.
The ECM monitors the following systems to provide this protection:
Coolant level, Coolant temperature, Oil pressure,
Intake manifold temperature
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Engine Protection
Features
The first level of protection is the Engine Protection Lamp. When a parameter
being monitored goes out-of-bounds, the ECM lights the engine protection lamp
and logs a fault. The engine protection lamp is the operator's first indication that a
system parameter is out-of-bounds.
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Engine Protection
Features
After turning on the engine protection lamp, the ECM starts recording elapsed time
and monitors the severity of the event. If either duration or severity exceed a
programmed value, the ECM initiates a torque and/or speed de-rate. After a de-rate is
initiated, the ECM will continue to monitor both duration and severity and will
shutdown the engine if the condition is not corrected. The engine shutdown feature
can be overridden through OEM calibration options.
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Engine Protection
Features
The HPI fuel system will automatically de-rate the engine at a predetermined altitude.
The ECM determines altitude by monitoring ambient air pressure and, using
calibration tables, determines the altitude de-rate.
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Engine Protection
Features
If the engine speed exceeds a predetermined RPM, the ECM will remove power from
the fuel shutdown solenoid valve stopping fuel flow to the system. It will also log a
fault and continue recording engine data. When the engine speed drops to a
predetermined RPM, the ECM will apply power to the shutdown solenoid to restart
the engine. The ECM can be programmed to deny engine restart if a predetermined
number of shutdowns has occurred. This prevents the use of the engine when an
intermittent problem exists.
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Diagnostics
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Diagnostics
The engine protection lamp is used to warn the operator of I the following conditions:
Coolant/intake temperature out of range. Oil/ambient pressure out of range.
Coolant level out of range. Fuel temperature out of range.
The protection lamp will light and stay on as long as any of these conditions exist.
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Diagnostics
The yellow warning lamp is used to warn the operator that a component or system
has logged a fault. The vehicle can continue operation, but the conditions must be
corrected as soon as possible. The red engine stop lamp is used to warn the
operator that a major system problem has occurred. The vehicle should be
shutdown as soon as possible.
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Diagnostics
The diagnostic switch is used in conjunction with the yellow and red fault lamps to
display active fault codes. With the engine not running and the key switch in the
"ON" position, move the diagnostic switch to the "ON" position to check for active
fault codes.
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Diagnostics
The fault code flash process sequence begins with the WARNING (yellow) lamp
flashing once. There will be a short one to two second pause and then the STOP
(red) lamp will flash out the three digit fault code. There will be a short pause between
each digit in the code. After the code has been flashed, the yellow lamp will flash and
then the red lamp will again flash out the same fault code. The system will continue
flashing this same fault code until the diagnostic switch, increment/decrement switch,
or key switch is activated.
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Diagnostics
To display the next active fault code, move the increment/ decrement switch to the
increment position. If there is another active fault code, it will flash out as before.
If there is only one active fault code, that code will flash out again.
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Diagnostics
If there are multiple active fault codes, use the increment! decrement switch to move
through the list. The increment position will move forward through the fault list and
the decrement position will move backward through the list. If you move completely
through the list of codes, you will come back to the first code again.