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FUEL INJECTION SYSTEM

41
FUEL INJECTION SYSTEM
This portion of the presentation describes the principles of operation of
the HEUI Fuel Injection System as is used on the 3408E and 3412E
engines.
INSTRUCTOR NOTE: The various color codes which will be used
in this section of the presentation to identify flow and pressures are:
Hydraulic and Lubrication Circuits
Red

- High pressure oil

Red and White Stripes

- Reduced pressure oil

Brown

- Lube oil pressure

Green

- Lube oil suction or return

Fuel Circuits
Red

- High pressure fuel

Red and White Stripes

- Fuel transfer pump pressure

Green

- Fuel suction or return

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3408E/3412E HEUI FUEL SYSTEM

TO LUBE
SYSTEM

HEUI
HYDRAULIC
TEMPERATURE
SENSOR

COLD START
OIL
RESERVOIR

OIL
FILTER

COOL DOWN
CIRCUIT

HYDRAULIC
SUPPLY
PUMP
GROUP

OIL
COOLER

FLUID MANIFOLD
HYDRAULIC PASSAGE

OIL PRESSURE
SENSOR

HYDRAULIC
PRESSURE
SENSOR

FUEL
TEMPERATURE
SENSOR

FLUID MANIFOLD
HYDRAULIC PASSAGE

PUMP
CONTROL
VALVE
FUEL
TRANSFER
PUMP

LUBE OIL
PUMP

PRIMARY
FUEL FILTER
WATER
SEPARATOR
OIL
SUMP

HEUI

ECM

SECONDARY
FUEL
FILTER

PRESSURE
REGULATING
VALVE

FUEL TANK

42
Actuation of the fuel injection system is accomplished using hydraulics,
rather than the conventional camshaft actuation commonly found on other
diesel fuel systems.
Hydraulic actuation offers several advantages compared to mechanical
actuation, including the ability to make injection pressure independent of
engine operating speed. This capability is especially advantageous in
many respects, including transient engine response, cold starting,
emissions and noise control.
INSTRUCTOR NOTE: The following schematics may appear
identical in the black and white illustrations. However, the actual
slides are colored differently.

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1
2

5
4

43
System Components
HEUI principle
components:

1. Hydraulic supply
pump group

To review, the 3400 HEUI hydraulic and fuel supply circuits contain the
following major components:
Hydraulic Supply Pump Group (1) including:
- Hydraulic pump
- Fuel transfer pump

2. ECM

- Pump control valve

3. Temperature
sensor

Electronic Control Module (ECM) (2)

Electronic Sensors (3 and 4)
- Hydraulic temperature

4. Pressure sensor

5. Injector

- Hydraulic pressure
Injectors (5)

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2
3

44
Hydraulic supply
pump group:
1. Hydraulic pump

The following components are integrated into a single unit called the
Hydraulic Supply Pump Group:
- Hydraulic pump (1)
- Pump control valve (2)

2. Pump control valve

3. Transfer pump

- Transfer pump (3)

This pump group is located in the vee of the engine and is in the same
position as the fuel injection pump on earlier engines.
Three fluid circuits are included in the system: low pressure oil, high
pressure oil (hydraulic), and low pressure fuel supply.
NOTE TO THE INSTRUCTOR: These components and circuits will
be covered in detail later in the presentation.

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3408E/3412E HEUI FUEL SYSTEM

TO LUBE
SYSTEM

LOW PRESSURE OIL (HYDRAULIC) SUPPLY

HEUI
HYDRAULIC
TEMPERATURE
SENSOR
COLD START
OIL
RESERVOIR

OIL
FILTER

FLUID MANIFOLD
HYDRAULIC PASSAGE

OIL PRESSURE
SENSOR
COOL DOWN
CIRCUIT

HYDRAULIC
SUPPLY
PUMP
GROUP

FUEL
TEMPERATURE
SENSOR

HYDRAULIC
PRESSURE
SENSOR

FLUID MANIFOLD
HYDRAULIC PASSAGE

PUMP
CONTROL
VALVE

HEUI
ECM

OIL
COOLER
FUEL
TRANSFER
PUMP

LUBE OIL
PUMP

SECONDARY
FUEL
FILTER

PRESSURE
REGULATING
VALVE

PRIMARY
FUEL FILTER
WATER
SEPARATOR
OIL
SUMP

FUEL TANK

45
System Operation
On a HEUI equipped engine, the lubrication pump has two functions:
Low pressure oil
supply

1. Provides lubrication to the engine

2. Provides low pressure charge oil to the HEUI hydraulic pump
The engine lubrication pump has been enlarged to provide the required
increase in flow.

Cold start reservoir

Pressure sensor
Temperature sensor

The hydraulic pump has a Cold Start Oil Reservoir. This reservoir
prevents the hydraulic pump from cavitating during initial engine
cranking until the lubrication pump can supply adequate charge pressure.
An oil pressure sensor is located in the Cold Start Oil Reservoir, which is
the inlet to the hydraulic oil pump. The sensor monitors lubrication oil
pressure. An oil temperature sensor is also installed in the reservoir. This
sensor will be referred to as the "hydraulic temperature sensor" as it is
used for this purpose.

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3408E/3412E HEUI FUEL SYSTEM

TO LUBE
SYSTEM

HIGH PRESSURE HYDRAULICS

HEUI
HYDRAULIC
TEMPERATURE
SENSOR
COLD START
OIL
RESERVOIR

OIL
FILTER

FLUID MANIFOLD
HYDRAULIC PASSAGE

OIL PRESSURE
SENSOR
COOL DOWN
CIRCUIT

HYDRAULIC
SUPPLY
PUMP
GROUP

FUEL
TEMPERATURE
SENSOR

HYDRAULIC
PRESSURE
SENSOR

FLUID MANIFOLD
HYDRAULIC PASSAGE

PUMP
CONTROL
VALVE

HEUI
ECM

OIL
COOLER
FUEL
TRANSFER
PUMP
LUBE OIL
PUMP

SECONDARY
FUEL
FILTER

PRESSURE
REGULATING
VALVE

PRIMARY
FUEL FILTER
WATER
SEPARATOR
OIL
SUMP

FUEL TANK

46

High pressure
actuates hydraulics

During normal operation conditions, oil is pressurized between

5000 and 21500 kPa (725 and 3100 psi) by the high pressure hydraulic
pump to actuate the injectors. The level of hydraulic pressure is
controlled by the ECM, which signals the pump control valve to upstroke
the hydraulic pump.
When the engine is running, high pressure oil is available to all injectors
at all times.
Oil from the high pressure pump enters the two oil supply passages.
Reverse flow check valves are used to prevent pressure surges between
the oil passages on opposite banks. The oil supply passages are connected
hydraulically to the injectors by jumper tubes. Oil used by the injectors is
released below the valve covers and drains back to the sump through the
pushrod compartments.

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3408E/3412E HEUI FUEL SYSTEM

TO LUBE
SYSTEM

LOW PRESSURE FUEL SUPPLY

HEUI
HYDRAULIC
TEMPERATURE
SENSOR
COLD START
OIL
RESERVOIR

OIL
FILTER

FLUID MANIFOLD
HYDRAULIC PASSAGE

OIL PRESSURE
SENSOR

HYDRAULIC
PRESSURE
SENSOR

FUEL
TEMPERATURE
SENSOR

COOL DOWN
CIRCUIT

HYDRAULIC
SUPPLY
PUMP
GROUP

FLUID MANIFOLD
HYDRAULIC PASSAGE

PUMP
CONTROL
VALVE

HEUI
ECM

OIL
COOLER
FUEL
TRANSFER
PUMP

LUBE OIL
PUMP

SECONDARY
FUEL FILTER
(2 MICRON)

PRIMARY
FUEL FILTER
WATER
SEPARATOR
OIL
SUMP

PRESSURE
REGULATING
VALVE

FUEL TANK

47
Low pressure fuel
supply

Injector cooling

Fuel is drawn from the tank through the water separator and the hand
priming pump by a gear-type transfer pump. The fuel is then directed
through the Electronic Control Module (ECM) housing for cooling
purposes. The fuel then flows through the secondary fuel filter.
Next, the fuel enters the low pressure supply gallery located in the fluid
supply manifolds on top of the cylinder heads. Any excess fuel not
injected leaves the manifold. The flow is then combined into one line and
passes through the pressure regulating valve, which is set between
310 and 415 kPa (45 and 60 psi). From the pressure regulating valve, the
excess flow returns to the tank. The ratio of fuel between combustion and
fuel returned to the tank is about 1:3 (i.e. four times the volume required
for combustion is supplied to the system for combustion and injector
cooling purposes).
A fuel temperature sensor is installed in the fuel supply system to
compensate for power losses caused by varying fuel temperatures.

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INJECTOR FLUID FLOW

HIGH PRESSURE HYDRAULIC OIL

INJECTOR OIL
ADAPTER

INJECTOR CLAMP
JUMPER TUBE

ROCKER ARM BASE

INJECTOR
LUBE OIL PASSAGE
HIGH PRESSURE
HYDRAULIC PASSAGE

FLUID SUPPLY
MANIFOLD
CYLINDER HEAD
INJECTOR SLEEVE
CYLINDER HEAD
LOW PRESSURE
FUEL SUPPLY

COOLANT
CYLINDER BLOCK
METAL WASHER

48
Hydraulic Unit Injector Operation
Fuel and oil flow

High pressure hydraulic oil is provided to each injector from the hydraulic
supply passages through individual jumper tubes.
Fuel is supplied to the injector by the low pressure supply passage located
in the fluid manifolds (described on the next slide).
Special "Viton" o-rings are used in the hydraulic joints between the
injector and the fluid manifold.
NOTE: This slide and the following slide depart from the color
legend by using orange for high pressure oil to avoid confusion
between the two fluids.

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INJECTOR FUEL SUPPLY

INJECTOR
UPPER SLEEVE
O-RING SEAL

UPPER INJECTOR
O-RING SEAL

CYLINDER HEAD
INJECTOR SLEEVE

FLUID SUPPLY
MANIFOLD

LOWER SLEEVE
O-RING SEAL

LOW PRESSURE
FUEL SUPPLY

CYLINDER
HEAD
METAL-TO- METAL
CONTACT

LOWER INJECTOR
O-RING SEAL

49
Low pressure fuel
supply to injector

Low pressure fuel is supplied to the inlet of the injector through a drilled
passage located in each Fluid Supply Manifold.
The fuel supply to each injector is sealed from the combustion chamber
and the area below the valve cover by upper and lower o-ring seals
between the injector and the cylinder head injector sleeve.
Combustion chamber gases are prevented from entering the fuel supply
passage by a metal-to-metal contact between the cylinder head injector
sleeve and the injector.
The cylinder head injector sleeve is threaded into the cylinder head. A
metal washer is used to seal the lower end of the adapter to prevent
leakage between the cooling system and the combustion chamber.

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50
Fluid supply manifold
Supply passages:
1. Hydraulic

The following passages are located in the Fluid Supply Manifold:

- Hydraulic supply passage (1)
- Lubrication supply passage (2)

2. Lubrication
3. Fuel

- Fuel supply passage (3)

The fluid supply manifold is mounted on the cylinder head and carries
injector actuation hydraulic oil under pressure through the jumper tubes to
the injectors.
Low pressure fuel and lubrication oil to the valve mechanism are also
directed through the manifold. These passages are shown in the sectional
view on the next slide.

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FLUID SUPPLY MANIFOLD

FUEL SEALS

ROCKER ARM
BASE

CYLINDER HEAD
INJECTOR SLEEVE

LOW PRESSURE
FUEL SUPPLY PASSAGE

EXTRACTOR LUBRICATION OIL

SPLINES
PASSAGE

HIGH PRESSURE
HYDRAULIC PASSAGE

51
This sectional view shows the various passages in the Fluid Supply
Manifold.
Supply passages

- High pressure hydraulic supply passages

- Low pressure fuel supply passages
- Lubrication oil supply passages

Additional fuel for

cooling

Fuel seals

The fuel enters the front of the manifold and exits the rear. Cooling of the
injectors is achieved by circulating a larger volume of fuel past the
injectors than is required for combustion.
Initially, fuel circulates around the outside of the injector sleeve and is
contained between the sleeve and the fluid supply manifold by the upper
and lower injector sleeve fuel seals.

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1
2

52
Jumper tube and oil
adaptor

The Jumper Tube (1) and Injector Oil Adaptor (2) direct hydraulic oil
from the fluid manifold high pressure passage to the injector.
A specific procedure to tighten the six bolts (for the Jumper Tube and
Adaptor) must be followed when installing the jumper tube. This
procedure follows later in the presentation.

NOTICE
Failure to follow the correct tightening procedure can result in low
power complaints caused by internal hydraulic leaks. Also, internal
strains on the injector caused by an improper tightening procedure
can cause changes in internal injector clearances which can decrease
performance and injector life.

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INJECTION CURRENT WAVEFORM

CURRENT FLOW

ONE CYCLE

PULL-IN PEAK CURRENT

HOLD-IN PEAK CURRENT

TIME (MILLISECONDS)

53
Injector current
waveform

Injector Operation Characteristics

The quantity of fuel delivered is controlled by varying the time the
solenoid is energized. This period of time, called "duration," is calculated
by the ECM to ensure delivery of the correct amount of fuel. Other inputs
affect calculation of on-time, including (but not limited to) hydraulic
supply pressure, oil temperature and mapped injector performance
characteristics. Two current levels are generated in the wave form:

Two current levels

1. Pull-in current is higher to create a stronger magnetic field to

attract the armature and lift the injector poppet valve off its seat
against spring force.
2. Hold-in current is used to hold the armature and poppet off its
seat. Lower current reduces heat in the solenoid and increases
solenoid life.
The injector performance map shows delivery as a function of on-time,
pump pressure, and oil temperature, and is stored in the ECM memory.

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WAVEFORM AND RESPONSE CHARACTERISTICS

INJECTION
RATE

CURRENT FLOW

POPPET
LIFT

CURRENT

DURATION

START OF
INJECTION

TIME (MILLISECONDS)

END OF
INJECTION

54
Waveform and injector
response

This slide shows that, as the ECM energizes the solenoid, the poppet valve
movement follows. Then, the injector rate increases for the start of
injection. The end of injection occurs as the rate drops toward zero.
Therefore:
Engine fuel timing is a function of the start of injection.
Fuel quantity is a function of:
- The duration of injection
- Injection actuation (hydraulic) pressure

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Pull-in current

The ECM sends a higher current to the solenoid to create a strong

magnetic field. This strong field is needed to create maximum pull on the
armature, which is at its farthest distance from the solenoid.

Poppet lift
- Blue line

The poppet is normally held on its inlet seat by the poppet spring. The
higher pull-in current attracts the armature and lifts the poppet off its inlet
seat and toward the exhaust seat against the spring force. The ECM
reduces the current level to hold-in current and the poppet is held on its
exhaust seat.

Start of injection
- Purple line

Injection starts after the exhaust seat closes and oil pressure pushes the
intensifier piston and plunger down. The downward movement of the
plunger pressurizes the fuel to approximately 31000 kPa (4500 psi) and
the check valve lifts, allowing fuel to enter the cylinder. The time at
which fuel leaves the tip is called the "start of injection."

Injection rate
- Purple line

The rate at which fuel is injected is controlled by injection hydraulic

pressure. Higher hydraulic pressure pushes the piston and plunger faster,
causing a higher flow rate through the nozzle tip.

End of injection

When the ECM ends injection, it terminates the hold-in current which
causes the magnetic field in the solenoid to collapse. The poppet spring
then moves the poppet back to the inlet seat. As the poppet travels back
to the inlet seat, hydraulic oil is shut off, and the downward travel of the
piston and plunger reverses, filling the barrel for the next injection
sequence.
As pressure drops below the plunger and nozzle areas, the valve closing
pressure, which is about 21000 kPa (3000 psi), causes this pressure to be
retained in the nozzle for the next cycle.

INSTRUCTOR NOTE: If a disassembled or a cutaway injector is

available, it is recommended that the preceding sequence be reviewed
using the actual components.

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55
Injector Components
The 3408E/3412E unit injector has been designed to represent the state of
the art in the industry. This section of the presentation will describe all
the components and their functions.
This slide shows a cutaway injector and the injector sleeve. Note the
following major injector component groups:
Major components

- Valve body group with solenoid and poppet valve

- Barrel group with intensifier piston and plunger
- Nozzle group

Seals

The injector sleeve has four seal grooves. The two upper grooves have
the seals which contain the fuel within the fluid manifold (shown in more
detail later).
The two lower seals contain the coolant below the cylinder upper deck. A
metal washer seals the lower part of the sleeve and prevents coolant from
entering the combustion chamber.

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VALVE BODY
GROUP

BARREL GROUP

HEUI UNIT INJECTOR

3 MAIN GROUPS

NOZZLE GROUP

56
The injector consists of three basic groups which will be described in
detail:
Three main groups

- Valve Body Group

- Barrel Group
- Nozzle Group

This view and those that follow show the exhaust port on the injector
venting the return oil downward. This condition is a modification from
the previous design which vented the oil upward. These injectors are
interchangeable. However, the newer injector reduces the tendency of the
engine to discharge oil mist from the breather.

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3408E/3412E HEUI INJECTOR

COMPONENTS

VALVE BODY GROUP

BODY

ADAPTER BOLT

POPPET

SPRING SLEEVE SHIM SEAL

SOLENOID
ASSEMBLY

ARMATURE

SPACER

SCREW

SCREW

SEAL
INTENSIFIER PISTON
RETAINER RING

BARREL GROUP

WASHER

NOZZLE GROUP
BALL

DOWEL

PLUNGER

SPRING

SEAL

BARREL

BALL

STOP CHECK
PLATE PLATE

DOWEL

STOP

LIFT
SPACER

DOWEL

TIP

CASE

STOP SPRING SLEEVE CHECK

PIN

57
Injector components

The HEUI injector was designed with a minimum of component parts.

The injector contains 35 part numbers.
This exploded view shows all the components by assemblies as follows:
The Valve Body Group contains the solenoid, armature and the poppet
valve. This assembly directs the oil to the hydraulic intensifier piston
which moves the fuel plunger.
The Barrel Group contains the high pressure fuel plunger.
The Nozzle Group contains the case, tip, check valve and nozzle.
NOTE: Although the injector components are explained in this
presentation, it should be noted that no individual parts of the
injector are serviced. This injector is precision assembled by a
machine, and replacing individual injector components would result
in unacceptable performance problems or injector failures.

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SPACER

SLEEVE

ARMATURE
VALVE
SOLENOID

VALVE BODY

SHIM
BARREL

PISTON

ADAPTER

UNIT INJECTOR
COMPONENTS

WASHER
UPPER FUEL SEAL

PLUNGER
FUEL INLET
CHECK VALVE

PIN
SLEEVE
SPACER
LOWER FUEL SEAL
CHECK
NOZZLE

58
Injector component
parts

This slide shows the component parts in the three basic groups discussed
previously.
The valve body has three parts (body, adaptor and spacer) which are
assembled with great precision. Any damage sustained in the valve body
area during installation or removal will cause an injector failure.

NOTICE
The correct injector removal procedures and tooling specified in the
service manual must always be used. Any leverage applied below the
valve body can cause deformation of the poppet valve bore and
possible injector failure.

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INJECTOR INSTALLATION
ALLEN
SCREWS
HORIZONTAL
BOLTS

INJECTOR CLAMP

JUMPER TUBE
INJECTOR OIL
ADAPTOR

VERTICAL
BOLTS

59
Injector Removal and Installation
The correct procedures for injector removal and installation must be
followed to avoid strain on the injector and hydraulic leaks in the jumper
tube area. The three mating surfaces of the jumper tube, oil adaptor and
injector must be aligned before final torque is applied.
INSTRUCTOR NOTE : At this time, it is recommended that the
injector removal and installation procedures be demonstrated.
Emphasis should be placed on the use of the correct puller during
removal (rather than a pry bar, which could result in injector
damage). Also, disassemble a used injector to identify the various
components shown on this slide.

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Injector assembly and

installation

- 69 -

This portion of the assembly procedure ensures that all mating and sealing
faces are flush and in complete contact before tightening the bolts.
1. Clean the faces of the injector and the injector sleeve and install
new o-rings.
2. Lubricate the o-rings with oil and insert the injector in the injector
sleeve.
3. Visually align the injector with the flat surface parallel to the
centerline of the engine.
4. Position the injector clamp on the injector and tighten the bolt to
47 9 Nm (35 7 lb. ft.).
5. Install new seals on the jumper tube and rocker arm base.
6. Place the injector oil adaptor and jumper tube in position.
7. Install the allen screws and hex head bolts finger tight. If the
injector oil adaptor was previously installed on the injector, loosen
the allen screws.

The objective at this point in the procedure is to bring all the mating faces
into complete contact and alignment before starting the final torque
procedure.
Failure to align the components will put a strain on the injector which will
then distort the poppet valve and barrel bores. These components operate
with a clearance of 5 microns because of the high injection and hydraulic
pressures. Therefore, even a small amount of distortion will cause a
seizure.
Additionally, some misalignment could cause combustion gases to enter
the supply system.

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Injector installation
torque sequence

- 70 -

After all the mating surfaces are aligned, the torquing procedure can be
performed:
1. Tighten the allen screws and hex head bolts finger tight or just
sufficiently to bring the mating surfaces together and into
alignment.
2. Apply an initial torque to the vertical hex head bolts of 5 3 Nm
(4 2 lb. ft.).
3. Apply an initial torque to the horizontal hex head bolts of
5 3 Nm (4 2 lb. ft.).
4. Apply an initial torque to the allen screws of 1 0.2 Nm
(10 2 lb. in.).
5. Final torque the vertical hex head bolts to 47 9 Nm
(35 7 lb. ft.).
6. Final torque the horizontal hex head bolts to 47 9 Nm
(35 7 lb. ft.).
7. Final torque the allen screws to 12 3 Nm (9 2 lb. ft.).
8. Check the system for leaks (crank with injection disabled). Then,
check the hydraulic pressure (compare with desired pressure).

A number of possibilities for leaks can exist. Oil under high pressure may
leak from the jumper tube joints or from the injector valve body exhaust
port. Fuel could leak from the upper seal on the injector. Also,
combustion gas can possibly leak from the base of the injector.
If air has entered the fuel supply system, multiple injectors on one bank
may malfunction. If the above procedure was not followed, air could
enter past the lower o-ring seal. If this condition occurs, remove the
injector and check for carbon below the lower o-ring seal. Replace the
seal and perform the torque sequence.
Air in the system may be detected by lightly touching the flexible return
line and checking for extreme pulsations or pressure spikes felt through
the line. As an alternative, install a sight glass in each return line, run the
engine and check for air.
Combustion gas leakage will usually affect the injector with the leak
followed by the injectors downstream (toward the rear) of the leak.
In conclusion, the system is reliable. However, failure to follow these
procedures may cause malfunctions.

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VALVE BODY GROUP

SOLENOID DE-ENERGIZED

SOLENOID ENERGIZED

POPPET VALVE CLOSED

POPPET VALVE OPEN

POPPET VALVE

SOLENOID

ARMATURE

INLET
VALVE SEAT

EXHAUST
VALVE SEAT

POPPET
SPRING

ARMATURE
SCREW

60
Injection Sequence
Solenoid de-energized

When the solenoid is de-energized, the poppet valve is held on its inlet
(left) seat by the poppet spring. The poppet valve is connected to the
armature by the armature screw. When the poppet is closed, the inlet seat
prevents high pressure oil from entering the injector. The exhaust poppet
seat is open, connecting the intensifier piston cavity to the atmosphere.

Solenoid energized

Based on input signals from the various electronic sensors, the ECM
calculates the quantity and timing of fuel to be delivered by the injector to
the combustion chamber. At the appropriate time, the ECM sends an
electrical current to the injector solenoid.

Oil flows to intensifier

piston

The solenoid develops a magnetic force which attracts the armature and
shifts the poppet valve. The poppet valve moves against the spring force,
opens the inlet seat and closes the exhaust (right) seat. Hydraulic pressure
oil from the supply manifold is directed through the jumper tube to the top
of the intensifier piston.

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SUPPLY OIL

INTENSIFIER
PISTON

BARREL GROUP
FUEL PRESSURE INCREASE
BARREL

PLUNGER

FUEL INLET
CHECK VALVE
REVERSE FLOW
CHECK VALVE

FUEL FROM
TRANSFER PUMP

FUEL TO
NOZZLE

61
Plunger moves down
Pressurizes fuel below
plunger

Pressure
intensification

Supply oil flow from the poppet valve causes the intensifier piston and the
fuel plunger to move downward. The displacement of the plunger
pressurizes the fuel trapped between the plunger face and the nozzle check
seat.
NOTE: The intensifier piston has almost seven times the area of the
fuel plunger. When the hydraulic circuit is supplying a pressure of
21000 kPa (3000 psi), approximately 145000 kPa (21000 psi) will be
generated below the fuel plunger.

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NOZZLE GROUP

REVERSE FLOW
CHECK VALVE

VIEW OF STOP PLATE &

REVERSE FLOW CHECK VALVE

CHECK VALVE
FUEL
ATOMIZATION

62
Fuel atomization

When the trapped pressure exceeds the nozzle valve opening pressure
(VOP), typically 31000 kPa (4500 psi), the check valve lifts, and fuel
flows through the holes in the nozzle into the combustion chamber. At the
end of injection, the nozzle check valve closes at approximately
21000 kPa (3000 psi).
The reverse flow check valve is used to prevent combustion induced gas
flow from entering the nozzle area.
The nozzle of the injector is very similar to the EUI unit injector. Six
orifices, each with a diameter of 0.252 mm (.010 in.), are arranged at an
angle of 140 degrees.

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VALVE BODY GROUP

SOLENOID DE-ENERGIZED
POPPET VALVE

SOLENOID

ARMATURE

INLET
VALVE SEAT
EXHAUST
VALVE SEAT

63
End of injection

Solenoid de-energized

Poppet valve closes

The end of injection is accomplished by shutting off the current from the
ECM to the injector solenoid. The resulting loss of magnetic force on the
armature allows the return spring force to shift the poppet valve off the
exhaust seat.
The poppet returns to the inlet seat in the valve body, blocks the flow from
the hydraulic oil supply, and simultaneously fully opens the exhaust valve
seat. This action vents the injector internal hydraulic circuit below the
valve cover.

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SPACER

SLEEVE
VALVE

ARMATURE
SOLENOID
BODY
SHIM
BARREL
ADAPTER

PISTON

WASHER

UNIT INJECTOR
END OF INJECTION

PLUNGER
BALL

PIN
SLEEVE
SPACER

CHECK
NOZZLE

64
End of injection
Intensifier piston
moves up

Nozzle check valve

closes

When vented, the intensifier piston and fuel plunger are pushed upward
by the plunger return spring force until the intensifier piston contacts the
valve body. This upward displacement of the intensifier piston vents
spent oil from the injector below the valve cover.
Retraction of the fuel plunger decreases the pressure in the fuel chamber
below the plunger, which permits the nozzle check valve to close when
the pressure in the nozzle drops below the valve closing pressure (VCP)
of approximately 21000 kPa (3000 psi).

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BARREL

PISTON

WASHER

BARREL GROUP
REFILLING THE BARREL
PLUNGER
FUEL INLET
CHECK VALVE
FUEL EDGE
FILTER

PIN
SLEEVE

SPACER

NOZZLE CHECK
VALVE

NOZZLE

65
Barrel refilling

As the plunger continues to retract, the pressure below the plunger

decreases below the fuel supply gallery pressure. The fuel inlet check
valve then opens, allowing fuel to pass through the edge filter (next slide)
to the supply gallery to refill the injector for the next injection sequence.

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EDGE FILTER
FUEL INLET
CHECK VALVE
REVERSE FLOW
CHECK VALVE
FUEL INLET

FUEL INLET

EDGE FILTER

66
Fuel edge filter

Note the location of the fuel edge filter. The edge filter is formed by two
flat parallel surfaces that are approximately 130 microns apart. These
surfaces trap and break down particles which might be big enough to plug
the nozzle orifices.

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PRIME INJECTION RATE SHAPING

PRIME = PRE-INJECTION METERING

INJECTION RATE

START OF INJECTION

DURATION

TIME (MILLISECONDS)

67
Injection rate shaping

Low emission levels

PRIME

Another feature used in the injector for 3408E/3412E applications is an

injection rate shaping device. Rate shaping refers to tailoring the way fuel
is delivered to the engine to obtain a desirable result. In the 3408E/3412E
application, rate shaping reduces the quantity of fuel delivered to the
combustion chamber during the ignition delay period (i.e. the time
between the start of injection and start of combustion) to levels which
produce low engine combustion noise and low emissions.
The device used to create rate shaping is known as PRIME, an
abbreviation for PRe-Injection MEtering. This device is basically a
controlled spill port which serves to limit the amount of fuel delivered to
the combustion chamber during the initial 25% displacement of the fuel
plunger. This metering action produces the desired reduction of fuel
delivery during the ignition delay period.

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BARREL GROUP
OIL FLOW

PRIME RATE SHAPING

BARREL

PLUNGER

PRIME RATE
SHAPING PASSAGE

SPILL
PORT

CROSS SECTION
OF PLUNGER
FUEL TO
NOZZLE GROUP

START OF INJECTION

PRESSURE DROP

FINAL
PRESSURE INCREASE

68
Injection rate shaping

1. Start of injection

2. Pressure drop

3. Final increase

Benefits

This slide shows the three stages in PRIME rate shaping.

1. Injection pressure starts to increase and causes the initial
movement of the plunger.
2. When the prime rate shaping passage on the plunger is passing the
spill port in the barrel, pressure decreases below VCP as
pressurized fuel leaks through the passage in the plunger into the
spill port. At this time, nozzle flow momentarily decreases.
3. As the plunger continues downward, the PRIME rate passage
passes the spill port and pressure will again increase, causing
injection to resume.
This feature reduces emissions, smoke and noise. It also provides a
smoother combustion cycle and reduces wear on the cylinder components.

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INTENSIFIER
PISTON
INTENSIFIER
PISTON SEAL

BARREL GROUP
VENTING INTERNAL LEAKS

BARREL

VENTING
CHECK VALVE

69

Internal leakage

During the normal injection cycle, the pressure of the oil supplied to the
top of the intensifier piston can increase to 22800 kPa (3300 psi). A seal
is installed to minimize leakage past the piston.
Some oil which is necessary for lubrication of the intensifier piston may
pass the seal and settle momentarily below the piston.
Also, a small amount of fuel may leak past the plunger and barrel. This
fuel will settle momentarily in the cavity below the intensifier piston.

Fluids are vented to

pump inlet

If the fluids which accumulate below the piston are not vented, a
hydraulic lock could occur. As the piston moves down, the fuel is ejected
past the barrel ball check valve to the low pressure inlet. The check valve
then closes during the plunger and piston upstroke.

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INJECTOR CHECK VALVES

FUEL INLET
CHECK VALVE

BARREL GROUP

NOZZLE GROUP
VENTING
CHECK VALVE

REVERSE FLOW
CHECK VALVE

NOZZLE
CHECK VALVE

FUEL
ATOMIZATION

70
Injector check valves:

Four check valves are installed in the injector. Three check valves are
installed in the Barrel Group and one is installed in the Nozzle Group.

- Fuel inlet

The Fuel Inlet Check Valve allows fuel to fill the barrel below the plunger,
but closes as the plunger moves down and pressure increases.

- Barrel

The Venting Check Valve vents fluids from below the intensifier piston.

- Reverse flow

The Reverse Flow Check Valve prevents combustion gasses from flowing
back through the injector from the nozzle.

- Nozzle

The Nozzle Check Valve controls valve opening pressure by preventing

the flow of fuel through the nozzle holes until sufficient pressure is
available to lift the valve from its seat.

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INJECTION PRESSURE

HYDRAULIC INJECTION PRESSURE CONTROL

HEUI

MECHANICALLY ACTUATED
FUEL SYSTEM

IDLE

PEAK TORQUE

RATED

ENGINE SPEED

71
HYDRAULIC SYSTEM
Hydraulic pressure
control

The desired hydraulic actuation pressure for fuel injection can be

controlled independent of engine speed.
Many combinations of on-time and hydraulic operating pressure exist
which can result in a specific quantity of fuel per injector stroke being
delivered to the combustion chamber. This characteristic is useful when
tuning the engine to optimize performance, response, emissions, and other
parameters.
This feature makes the HEUI system superior; injection pressure can
reach its maximum value regardless of engine speed. Maximum injection
pressure is normally required at full torque speed. This characteristic
contrasts with pump and line systems where pressure is proportional to
engine speed.

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72
Hydraulic Supply Pump Group
Variable displacement
piston pump

The 3408E/3412E Hydraulic Supply Pump Group is a variable

displacement, axial piston pump similar to those used in many machine
hydraulic systems.
The pump features a nine piston rotating group and variable displacement
control. The pump is driven by the engine timing gears at 1.167 times
engine speed and produces 59 L/min. (15.5 gpm) at rated engine speed.

Cold start oil reservoir

Low pressure oil from the engine lubricating pump is supplied to the inlet
of the pump Cold Start Oil Reservoir. The purpose of the reservoir is to
keep the system primed during cool down. During cold starting
conditions, this volume of oil helps to shorten start times.
The lubrication system oil pressure and hydraulic temperature sensors are
located in the reservoir.

Serviceable parts

The Hydraulic Supply Pump Group contains the following serviceable

parts:
- Transfer Pump
- Reverse Flow Check Valves
- Pump Control Valve
- Compensator Valve Block

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3
1

73
Hydraulic supply
pump mounting
adapter
1. Pump drive splines
2. Alignment bolt hole
3. Atmospheric
pressure sensor
location

The Hydraulic Supply Pump group is mounted on the adapter shown on

the slide. The pump drive shaft engages in the drive splines (1).
A large bolt is installed in the hole (2) in the adaptor base to provide good
alignment between the adaptor and the engine block.
Note the location of the Atmospheric Pressure Sensor (3) in the housing.
The Atmospheric Pressure sensor is vented to the atmosphere below the
housing. The housing contains a foam plug to prevent the entry of dirt
into the sensor.

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PRIMING PORT

COMPENSATOR
VALVE

HEUI PUMP

VALVE BASE

ORIFICE
DRAIN PASSAGE

TRANSFER PUMP

RESERVOIR

SWASHPLATE

74
Pump priming

Priming the pump after replacement is extremely important to prevent

slipper pad overheating. Pump failure or damage will occur due to lack of
lubrication if the case is not filled during replacement.

Priming port

The priming port is located adjacent to the inlet tube (not shown) and is
the rearmost of the two plugs. The front plug is the case drain passage
and is vented over the pump drive gears. Therefore, the front plug cannot
be used for priming.

Case drain orifice

A .50 mm (.020 in.) orifice is located between the fill port line and the
case drain line. This orifice allows a continuous flow from the case to the
drain circuit for lubrication, cooling and venting of air from the reservoir.
The procedure to prime the Hydraulic Supply Pump case is:

Priming procedure

1. Remove the plug from the priming port.

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

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75
Fuel transfer pump
(arrow)

The fuel transfer pump (arrow) is driven by a coupling that connects the
end of the high pressure supply pump drive shaft to the transfer pump
input shaft.
This gear pump has an integral relief valve set to open at 620 to 760 kPa
(90 to 110 psi). This valve does not normally operate because the
pressure regulating valve (next slide) is controlling the pressure.
Fuel is drawn from the tank to the combined primary fuel filter/water
separator. The fuel then passes through the ECM and the secondary fuel
filter to the fluid manifold and the injectors.

STMG 672
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76
Pressure regulating
valve

Fuel system pressure is controlled by the Pressure Regulating Valve. This

valve regulates pressure between 310 to 415 kPa (45 to 60 psi).
The valve is located downstream of the fluid manifold fuel passages and
the injectors. Fuel which passes through the valve is returned to the fuel
tank.
The fuel lines from both fuel passages in the manifolds are joined at the
regulating valve.

Fuel pressure test

plug (arrow)

Fuel pressure can be checked by removing the plug (arrow) and

connecting a gauge.

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COOL DOWN BYPASS CIRCUIT

TO LUBE
SYSTEM

.020 IN.
ORIFICE

HEUI
HYDRAULIC
TEMPERATURE
SENSOR

DRAIN
COLD START
OIL
RESERVOIR

OIL
FILTER

FLUID MANIFOLD
HYDRAULIC PASSAGE

OIL PRESSURE
SENSOR
COOL DOWN
CIRCUIT

HYDRAULIC
SUPPLY
PUMP
GROUP

FUEL
TEMPERATURE
SENSOR

HYDRAULIC
PRESSURE
SENSOR

FLUID MANIFOLD
HYDRAULIC PASSAGE
PUMP
CONTROL
VALVE

HEUI
ECM

OIL
COOLER
FUEL
TRANSFER
PUMP

LUBE OIL
PUMP

SECONDARY
FUEL
FILTER

PRESSURE
REGULATING
VALVE

PRIMARY
FUEL FILTER
WATER
SEPARATOR
OIL
SUMP

FUEL TANK

77
Cold start oil reservoir

The Cold Start Oil Reservoir is located above the Hydraulic Supply Pump
Group. The Hydraulic (Oil) Temperature and Lube Oil Pressure Sensors
are located at the top of the reservoir.
When the engine is shut down and oil in the supply manifolds cools and
contracts, oil from the reservoir flows through the cool down circuit to the
manifolds. This design prevents the formation of air bubbles in the
hydraulic supply manifolds during cooling to provide fast starting and
smooth running. A 0.50 mm (.020 in.) drilled passage in the reservoir
allows the air to be vented through the case drain after start-up.

Reverse flow check

valves

The Reverse Flow Check Valves prevent hydraulic surges between the oil
supply passages and are used to maintain stable pressures. The valves are
shown on the next slide.

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78
This view shows the rear of the hydraulic supply pump with the
aftercooler removed from the engine.
Reverse flow check
valves (arrows)

The Reverse Flow Check Valves (arrows) are located at the rear of the
pump group to the right of the transfer pump. The high pressure lines to
the manifolds are connected to the check valves.

STMG 672
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- 90 -

REVERSE FLOW CHECK VALVE

SEAT
(END VIEW)

FROM
PUMP

TO
INJECTORS

FITTING

VALVE BLOCK

SPRING

CHECK

SEAT

79
Reverse flow check
valve

The hydraulic supply pump group has two outlet ports, each connected by
steel tubes to a hydraulic supply manifold. An integral reverse flow check
valve is located in each outlet port.

Check valves block

pressure surges from
injectors

This view shows that pressure surges travelling back from the injectors
toward the pump will cause the check valve to close and block any
interference between the banks. In normal operation, the valve will
oscillate at high frequency as it blocks the pressure surges.
The valve check fits loosely on the shaft to allow oil flow from the
reservoir during the cooling process.
If the check valves were not in the system, pressure surges between the
banks would cause erratic operation of the injectors by adversely affecting
timing. The pressure surge causes the poppet valves to open prematurely.
This condition would start
fuel injection earlier than normal, thereby advancing the timing.

STMG 672
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4
2
6

80
Pump components:

This cutaway view of the Hydraulic Supply Pump Group shows the
following components:

1. Cold start reservoir

Cold Start Oil Reservoir (1)

2. Swashplate

Swashplate (2)

3. Swashplate pivot

Swashplate Pivot (3)

4. Displacement
control piston

Displacement Control Piston (4)

5. Pump piston

Pump Pistons (5, one of seven shown)

6. Check valves

Check Valves (6)

STMG 672
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2
3
4
5

11
6

9
8
10

81
Valve components:
1. Compensator valve
assembly
2. Pressure limiter
spool
3. Load sensing
spool

This cutaway view shows the compensator valve assembly and the pump
control valve. Note the following components which will be referred to
in the presentation:
Compensator Valve Assembly (1)
Pressure Limiter Spool (2)
Load Sensing Spool (3)

4. Check valve

Check Valve (4)

5. Valve base

Valve base (5)

Oil passages:
6. Oil supply from
pump
7. Pressure limiter to
case drain
8. To displacement
control piston
9. Pump control valve
to case drain

Oil Passages:
Oil supply from pump (6)
Pressure Limiter to Case Drain (7)
To Displacement Control Piston (8)
Pump Control Valve to Case Drain (9)
Transfer Pump Drive and Mounting (10)
Pump Control Valve (11)

Pump components:
10. Transfer pump
drive and mounting
11. Pump control valve

INSTRUCTOR NOTE: The Compensator Valve is an emissions

device and should not be adjusted.

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3408E/3412E HEUI FUEL SYSTEM

HYDRAULIC SYSTEM OPERATION

TO LUBE
SYSTEM

HEUI
HYDRAULIC
TEMPERATURE
SENSOR
COLD START
OIL
RESERVOIR

OIL
FILTER

COOL DOWN
CIRCUIT

HYDRAULIC
SUPPLY
PUMP
GROUP

OIL
COOLER

FLUID MANIFOLD
HYDRAULIC PASSAGE

OIL PRESSURE
SENSOR

HYDRAULIC
PRESSURE
SENSOR

FUEL
TEMPERATURE
SENSOR

FLUID MANIFOLD
HYDRAULIC PASSAGE
PUMP
CONTROL
VALVE
FUEL
TRANSFER
PUMP

LUBE OIL
PUMP

HEUI

ECM

SECONDARY
FUEL
FILTER

PRESSURE
REGULATING
VALVE

PRIMARY
FUEL
FILTER
OIL
SUMP

FUEL TANK

82
System Operation
Hydraulic supply
pump circuit

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 into a single unit. The function of the Hydraulic
Supply Pump Group is to provide the required oil flow at the desired
pressure to operate the injectors, provide the supply of low pressure fuel
required for refilling the injectors after each injection, and for ECM
cooling.
As the oil is supplied by the pump rotating group, the pressure is raised
from the reservoir level of approximately 415 kPa (60 psi) to the pressure
required for injector operation. Depending on the engine rating, the
operating conditions, and the engine mapping characteristics, this pressure
is controlled between 5000 and 22800 kPa (725 and 3300 psi).

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HEUI HYDRAULIC CONTROL SYSTEM

START-UP
TO LUBE
SYSTEM

COLD START
RESERVIOR

DISPLACEMENT
CONTROL PISTON

TO LEFT OIL
MANIFOLD

CHECK VALVE
SUPPLY PUMP

SOLENOID
(ENERGIZED)

OIL SUMP

TO RIGHT OIL
MANIFOLD

PRESSURE
LIMITER
SPOOL

LOAD
SENSING
SPOOL

PUMP
CONTROL
VALVE
PUMP
CASE DRAIN

83
Conditions during
START-UP

The displacement of the pump is controlled to maintain the desired

operating pressure at the flow rate required by the injectors. The
displacement is regulated by an electro-hydraulic control.

Displacement varied
by changing
swashplate angle

Displacement of the pump is varied by pivoting the swashplate from

0 degrees to a maximum angle of 15.5 degrees. When the engine is not
running, the swashplate is at the maximum angle. During operation, the
displacement control piston adjusts the swashplate position to meet the
system flow demand.

Swashplate at full
displacement during
start-up

During initial cranking, the swashplate is at full displacement until the

supply pressure increases to 6200 kPa (900 psi). The spring at the end of
the load sensing spool regulates this pressure. Then, the specification
programmed into the ECM for normal cranking will override this
pressure. Until this point, the control valve solenoid is fully energized for
the pressure increase.

Pump control valve

solenoid energized

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COMPENSATOR ASSEMBLY
START-UP
PRESSURE LIMITER SPOOL
ORIFICE
PUMP CONTROL
VALVE

LOAD SENSING SPOOL

CHECK VALVE

FROM DISPLACEMENT
CONTROL PISTON

DRAIN ORIFICE
TO CASE DRAIN
TO
CASE
DRAIN
REVERSE FLOW
CHECK VALVES

84
Compensator valve
conditions during
START-UP

During START-UP, pressure from the pump enters the compensator

assembly. The Pump Control Valve is energized for quick pressure
build-up.

Displacement control
piston vented to case
drain

Pressure is felt at both ends of the Load Sensing Spool. The spool is
shifted to the right and oil from the Displacement Control Piston is vented
to case drain. The swashplate is at maximum angle.
The drain orifice below the Pump Control Valve provides a small amount
of restriction to improve valve stability.

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HEUI HYDRAULIC CONTROL SYSTEM

DESTROKE
TO LUBE
SYSTEM

TO LEFT OIL
MANIFOLD

COLD START
RESERVIOR

TO RIGHT OIL
MANIFOLD

DISPLACEMENT
CONTROL PISTON

CHECK VALVE
SUPPLY PUMP

SOLENOID
(DE-ENERGIZED)

OIL SUMP

PRESSURE
LIMITER
SPOOL

LOAD
SENSING
SPOOL

PUMP
CONTROL
VALVE
PUMP
CASE DRAIN

85
Conditions during
DESTROKE
Pump control valve
solenoid de-energized
Pump control valve
changes pump
displacement

After the engine starts and pressure increases, the ECM will signal the
control valve to match the actual with the desired pressure by
momentarily de-energizing and then regulating the current flow to the
pump control valve solenoid.
The decrease in current applied to the pump control valve solenoid lowers
the pressure required to initiate flow through the pump control valve.
This lower cracking pressure on the pump control valve creates a force
imbalance on the load sensing spool, causing the spool to move toward
the spring end of the compensator. This spool motion connects the
displacement control piston to pump output flow, allowing the swashplate
to decrease the displacement of the pump. The decreased displacement
lowers the pump output to the pressure level required by the ECM.

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COMPENSATOR ASSEMBLY
DESTROKE

PUMP
CONTROL VALVE

PRESSURE
LIMITER SPOOL
ORIFICE

LOAD SENSING
SPOOL
CHECK VALVE

TO DISPLACEMENT
CONTROL PISTON

DRAIN ORIFICE

TO CASE DRAIN

86
Compensator valve
conditions during
DESTROKE

During DESTROKE, the ECM momentarily de-energizes the Pump

Control Valve causing a pressure drop in the spring chamber of the Load
Sensing Spool.

Displacement control
piston pressurized

Unbalanced pressures force the spool to the left, allowing the oil to enter
the Displacement Control Piston and move the swashplate toward
minimum angle.

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HEUI HYDRAULIC CONTROL SYSTEM

UPSTROKE
TO LUBE
SYSTEM

COLD START
RESERVIOR

DISPLACEMENT
CONTROL PISTON

TO LEFT OIL
MANIFOLD

CHECK VALVE
SUPPLY PUMP

SOLENOID
(ENERGIZED)

TO RIGHT OIL
MANIFOLD

PRESSURE
LIMITER
SPOOL

LOAD
SENSING
SPOOL

OIL SUMP
PUMP
CONTROL
VALVE
PUMP
CASE DRAIN

87
Conditions during
UPSTROKE

As the load on the engine increases and higher pressure is required, the
ECM will signal the control valve to increase pressure by increasing the
current flow to the pump control valve solenoid.

Pump control valve

energized

The increase in current applied to the pump control valve solenoid raises
the pressure setting of the pump control valve. This higher pressure at the
pump control valve creates a force imbalance on the load sensing spool,
causing the spool to move toward the supply signal line end of the
compensator. This spool motion vents the displacement control piston to
case drain, allowing the spring to move the swashplate to increase the
displacement of the pump. The increased displacement raises the pump
output to the desired pressure level required by the ECM.

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COMPENSATOR ASSEMBLY
UPSTROKE

PUMP
CONTROL VALVE

PRESSURE
LIMITER SPOOL

ORIFICE
LOAD SENSING
SPOOL
CHECK VALVE

FROM
DISPLACEMENT
CONTROL PISTON

DRAIN ORIFICE

TO CASE DRAIN

88
Compensator valve
positions during
UPSTROKE

Displacement control
piston is drained

As the load is applied to the engine, the ECM increases current to the
Pump Control Valve.
Pressure is felt at both ends of the Load Sensing Spool. The spool moves
to the right (due to spring force) and oil from the Displacement Control
Piston is vented to case drain, which allows the swashplate to
momentarily go to maximum angle and build pressure quickly.

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HEUI HYDRAULIC CONTROL SYSTEM

PRESSURE LIMITER OPERATION
TO LUBE
SYSTEM

TO LEFT OIL
MANIFOLD

COLD START
RESERVIOR

TO RIGHT OIL
MANIFOLD

DISPLACEMENT
CONTROL PISTON

PRESSURE
LIMITER
SPOOL

SUPPLY PUMP
SOLENOID
(DE-ENERGIZED)

LOAD
SENSING
SPOOL

PLUGGED
ORIFICE

OIL SUMP
PUMP
CONTROL
VALVE
PUMP
CASE DRAIN

89
Pressure limiter
operation

If the load sensing spool or pump control valve sticks or otherwise

malfunctions to create higher than desired operating pressures, the
maximum pressure limiter spool is utilized. In this schematic, a plugged
orifice is simulated. (This example represents an actual condition which
was caused by debris being introduced during a field replacement of the
compensator valve.)
The Pressure Limiter Spool directs pump outlet flow to the displacement
control piston and reduces the stroke of the pump if the system pressure
exceeds 25600 kPa (3700 psi).

Check engine lamp

indicates the fault

During these conditions, the pump will develop 24800 to 25600 kPa
(3600 to 3700 psi) maximum pressure, regardless of the desired hydraulic
pressure. The Check Engine Lamp will be ON, indicating a fault.

Pump control valve

test

A Pump Control Valve Test will verify the control valve operation. This
test enables the technician to manually ramp the pressure up and down
using the ET service tool. This procedure will also be useful when
evaluating the condition of the hydraulic system.

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COMPENSATOR ASSEMBLY
PRESSURE LIMITER OPERATION
PRESSURE LIMITER
SPOOL
PUMP
CONTROL VALVE

ORIFICE

LOAD SENSING
SPOOL
CHECK VALVE

TO
DISPLACEMENT
CONTROL PISTON

PLUGGED
ORIFICE
DRAIN ORIFICE

TO CASE DRAIN

90
Pressure limiter
operation
Pressure limiter
directs pressure to
control piston

If the supply pressure exceeds 25600 kPa (3700 psi), the force acts on the
Pressure Limiter Spool and shifts it to the left. This movement
compresses the spring and allows oil to unseat the check valve and
pressurize the displacement control piston. The swashplate moves to
minimum angle to decrease flow and limit system pressure.

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PUMP CONTROL VALVE

NO CURRENT FLOW
COIL
ASSEMBLY

STOP

POPPET
VALVE

ADAPTER SEAL

SEAT CAGE

FROM LOAD
SENSING SPOOL
VALVE

STATOR
EDGE FILTER

SPRING
RETAINER

ARMATURE

SOLENOID

PIN

SHELL

RING

TO
CASE DRAIN

VALVE
BLOCK

91
Pump control valve

The pump control valve is mounted on the compensator control assembly

which contains the load sensing spool and the pressure limiter. In this
slide, the pump control valve is open, allowing pressure to vent to case
drain.

Flow controlled by
compensator and
pump control valve

Flow to and from the displacement control piston is determined by the

compensator control assembly and the pump control valve. The
compensator control assembly senses pump output pressure through a
pilot pressure signal line. The pump control valve varies the pressure to
the displacement control piston by varying the pressure on one end of the
load sensing spool valve.
The load sensing spool directs oil to and from the displacement control
piston. The spool has a hole through its center, which allows pilot
pressure to reach both ends of the spool. The spring force on the load
sensing spool is adjusted at the factory. The pump will develop 5000 kPa
(725 psi) with the pump control solenoid valve disconnected while
cranking the engine with the injectors disabled.

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PUMP CONTROL VALVE

HIGH CURRENT FLOW
COIL
ASSEMBLY

STOP

POPPET
VALVE

ADAPTER SEAL

SEAT CAGE

FROM LOAD
SENSING SPOOL
VALVE

STATOR
EDGE FILTER

SPRING
RETAINER

ARMATURE

SOLENOID

PIN

SHELL

RING

CASE DRAIN

VALVE
BLOCK

92
Pump control valve
High current flow
equals high pressure

The pressure level in the hydraulic operating supply is monitored by a

hydraulic pressure sensor. When the hydraulic pressure is less than
desired (as determined by the ECM), the current level applied to the pump
control valve solenoid is increased.
The increase in current to the solenoid raises the pressure required to
initiate flow through the pump control valve. This higher cracking
pressure for the pump control valve creates a force imbalance on the load
sensing spool, causing the load sensing spool to move toward the supply
signal line end of the spool. This spool motion vents the displacement
control piston to pump case drain, allowing the swashplate to increase
displacement of the pump.
The increased displacement raises the hydraulic output to the rate required
by the ECM for the injectors.

STMG 672
4/97

- 104 -

INSTRUCTOR NOTE: To reinforce this presentation, the following

tasks may be demonstrated on an engine:
Hydraulic pump priming
Remove and install a pump control valve and the compensator
valve assembly.
Check the following using the status screen:
- Desired hydraulic pressure
- System hydraulic oil pressure
- System hydraulic oil temperature
- Percentage current to pump control valve
Using the ET Injection Actuation Pressure Test, check the pump
and pump control valve operation, and check for correct
pressures throughout the range.
Physically check for leaks externally and internally below the
valve covers (injectors must be disabled during cranking with the
valve covers removed).