Professional Documents
Culture Documents
common rail xe tải PDF
common rail xe tải PDF
TRAINEE manual
www.texaedu.com
INDEX
1. INTRODUCTION TO COMMON RAIL SYSTEMS 3
2. DESCRIPTION OF THE COMMON RAIL SYSTEM 4
2.1 System types 5
2.2 1st generation Common Rail 9
2.2.1 CP1 Pump 11
2.2.2 CP2 (CPN2) Pump 17
2.2.3 CRI1 and CRIN1 electro-injectors 19
2.2.4 Checks on Bosch electromechanical injectors 21
2.2.5 Injector classification 23
2.2.4 Flow limiters 24
w
2.2.5 - Pressure relief valve 25
2.2.6 Transfer pump 25
2.3 2nd generation Common Rail 26
2.3.1 CP3.x pump 29
2.3.2 CP1H Pump 34
2.3.3 CPN2.2, CPN2.2+ and CPN2.4 Pumps 35
2.3.4 CP4 Pump 35
2.3.5 PF Pump 36
2.3.6 Delphi DFP1 Pump (Ford or Renault) 38
Legend:
Warning
Information/Notes
TEXA S.p.A. - Copyright © All rights reserved. Images and texts are property of TEXA S.p.A. Unauthorized disclosure and reproduction, even partial, are prohibited – 2014 <1
1. INTRODUCTION TO COMMON RAIL SYSTEMS
With the introduction of increasingly strict regulations for red valid, and the pre-industrialization phase began. It was
controlling emissions from internal combustion engines, completed in 1993. The following year Fiat Group transfer-
vehicle manufacturers were forced to design and manu- red the “Common Rail” system to Bosch, who completed
facture new engines and management systems in order to the development and industrialization.
comply with the limitations. Efforts in diesel engine deve-
lopment have focused in finding suitable technologies to:
• comply with future emission limits;
• optimize performances;
w
• reduce consumption;
• lower production costs.
ie
process also allows to reduce consumption and especially
the emission of pollutants, the real reason why electronic
engine management systems have been developed. The
main factors that over the years received the most attention
were: on one hand the improvement of engine mechanics
(compression ratios, timing control systems, construction
materials, design and shape of combustion chambers), on
the other the improvement of injection system (increase in
Over the years, several Common Rail systems have been
developed, of which Bosch has, for historical reasons, a
significant market share. However, we should not forget
manufacturers such as:
• Delphi;
Figure 1
ev
injection pressure, injection control for each cylinder (PDE, • Siemens;
PLD/UPS, CR), introduction of electronics, multiple injec- • Denso;
tion, etc.). The injection systems of the PDE or PLD/UPS • Magneti Marelli;
type introduced after the use of in-line or rotary pumps have • Cummins.
led to improvements but had and still have a major limitation
in depending more heavily on adjustment mechanics. However, we should not overlook the presence of mixed
In fact, the actuation of the pumping units and the choice of systems where some components are made by one manu-
angle of injection and advance are closely related to the sha- facturer, while other components belong to different manu-
pe and position of the control cams. Something more has facturers (see Cummins).
been done in DMCI (DAF) or UIS Delphi (Volvo) systems,
pr
TEXA S.p.A. - Copyright © All rights reserved. Images and texts are property of TEXA S.p.A. Unauthorized disclosure and reproduction, even partial, are prohibited – 2014 <3
G18 “Truck Common Rail Engine Management ” - Automotive Training Courses
The pump is used to generate pressure, while the injectors control the amount of fuel based on their opening time.
The electronic control unit analyzes the different operating parameters and controls:
w
• injection pressure;
• injection time;
• injection advance.
ie
ev
Figure 2: Structure of a common rail system
pr
The supply pump (1) sucks from the tank the low pressure diesel fuel which, after having gone through the filter (2), reaches
the high pressure pump (3). From here, the fuel is sent to the Rail (7) from where the injectors (5) pick up the fuel at the time
when the electronic control unit determines the opening. The pressure regulator (6) acts on the fuel pressure in the Rail based
on speed and engine load, so as to maintain the amount of fuel injected with increasingly shorter injection times.
4> TEXA S.p.A. - Copyright © All rights reserved. Images and texts are property of TEXA S.p.A. Unauthorized disclosure and reproduction, even partial, are prohibited – 2014
w
ie
ev
pr
TEXA S.p.A. - Copyright © All rights reserved. Images and texts are property of TEXA S.p.A. Unauthorized disclosure and reproduction, even partial, are prohibited – 2014 < 39
G18 “Truck Common Rail Engine Management ” - Automotive Training Courses
Supply pump outer ring that rotates, and the pumping elements are fixed.
The supply pump is a vane pump driven by the pump shaft. This allows to reduce hydraulic sealing problems.
It consists of:
• a disc eccentrically coupled to the shaft by means of
a splined shaft;
• 4 vanes pushed towards the walls of the low pressure
chamber by springs;
• a plate with the intake and flow holes;
w
• a mechanical relief valve (visible on the front top of
the pump).
The pump sucks the fuel from the filter and sends it to the
high pressure pump. The outlet of the supply pump is con-
nected to the pressure relief valve that returns excess intake
fuel to the pump.
ie
ev
Figure 82: Intake and delivery phases of HP pump
Figure 81: Supply pump
Technical data axial movement by the protrusions and recesses on the ou-
Flow rate 90 l/h at 300 rpm 650 l/h at 2500 rpm
ter ring. During the intake phase, the supply valve is opened
Operating pressure 4.5 – 6 bar
Maximum pressure (relief valve) 6 bar
and it lets the fuel in the high pressure chamber (at the cen-
Intake pressure -65 mbar at 100 rpm ter of the pump).
Maximum intake pressure -650 mbar In the next compression phase, the intake valve is closed
Table 14: Transfer pump technical data and the supply valve is opened. When the flow rates are
high, two chambers can be used at a 45° angle, which the-
The high-pressure pump is based on the same structure of refore allow to increase the fuel requirement of the engine
the previous DPC and EPIC pumps. However, it is now the (see Ford).
40 > TEXA S.p.A. - Copyright © All rights reserved. Images and texts are property of TEXA S.p.A. Unauthorized disclosure and reproduction, even partial, are prohibited – 2014
Phonic wheel learning
w
Cylinder 4 injector replacement
Injector replacement
adjust
Figure 103
Figure 100: Marelli 6JF Settings
ie
Hardware number
Software number
Programming date
Iso code
Drawing
Approval number
Injector 1 code
Injector 2 code
Injector 3 code
Injector 4 code
MJD6JFHW01
10928158
00/00/0000
68070102C7
FIAT 55195813
6JF.S
81844B87A
AI1NT687A
AA1CA6ABR
AKAAKOAAA
will always be necessary to mount a IMA computer if the
engine is equipped with IMA injectors.
Coupling
Coupling
IMA classification for PSA HDI engines
Turbo limit switch initialization
The IMA Injector classification was introduced in second
Additive tank replacement
generation HDI systems (1400 bar) with Bosch EDC 16 ma-
Additive metering pump replacement
nagement. The IMA code can be read on the casing of the
Particulate filter replacement
solenoid of each injector, and it is an alphanumeric code
Control unit replacement
with 8 or 9 digits.
Injector classification
There are three IMA classifications:
Remote coding of the amount of additive contained in the anti-
1. IMA 6: 6-digit codes. All 6 digits are used for the clas- particulate filter
Engine cooling
pr
sification;
adjust
2. IMA 5: 8 or 9 digit codes. Only the first 8 digits are
Classification of 1 0C316060 injector Press UP/DOWN to modify, LEFT/RIGHT to
used for the classification (Fig.102); change position, CONFIRM to confirm, CANCEL to exit
3. IMA 4: 9-digit code. All 9 digits are used for the clas-
sification (Fig.103).
Confirmation
Figure 104
TEXA S.p.A. - Copyright © All rights reserved. Images and texts are property of TEXA S.p.A. Unauthorized disclosure and reproduction, even partial, are prohibited – 2014 < 47
G18 “Truck Common Rail Engine Management ” - Automotive Training Courses
w
Figure 106: EDC7 MAN D08xx Injector signal
ie
611.96 / 612.96
Model
203, 210
Figure 105
48 > TEXA S.p.A. - Copyright © All rights reserved. Images and texts are property of TEXA S.p.A. Unauthorized disclosure and reproduction, even partial, are prohibited – 2014
G18 “Truck Common Rail Engine Management ” - Automotive Training Courses
w
not open.
ie
The main part of the injector consists of:
• the Piezoelectric stack;
• the coupling piston;
• the valve piston.
Figure 137: CRI3
In Mercedes EDC16CP31 systems the return pipe
is connected downstream of the fuel filter. This guarantees
a pressurization of the return circuit thanks to the electric
transfer pump on the tank.
In fact, when the return circuit is opened or when one or
more injectors are replaced it is necessary, before starting
the engine, to turn on and off the ignition several times so
that the electric pump is able to fill the injectors through
ev
the return.
The Piezoelectric stack (consisting of over 260 plates) per-
forms a shift of 45 µm and this shift is amplified by the
coupling piston and valve piston assembly.
Legend:
1) Coupling piston
pr
2) Valve piston
3) Valve
Figure 138: Detail of CRI3 Figure 139: Controlled pressure valve in VW systems
62 > TEXA S.p.A. - Copyright © All rights reserved. Images and texts are property of TEXA S.p.A. Unauthorized disclosure and reproduction, even partial, are prohibited – 2014
Pin Check Value
In VW EDC16CP34 and EDC17 systems the return 1–2 Resistance 150 – 210 kohm
duct (or return ducts on V engines) is connected throu- 1–2 Capacity 4.7 µF
gh a controlled pressure valve that keeps the reflux at a Table 22: Injector electrical circuit test values
w
When the return circuit is opened or one or more injectors to discharge and then return to the initial condition.
are replaced it is necessary, before starting the engine, to
turn on and turn off the ignition several times so that the
electric pump is able to fill the injectors through the return.
However, if the high pressure pump is replaced, there is a
specific activation procedure that allows to bleed air from
the pump and ensure its lubricated start.
Injector classification
pr
Figure 141: Injector control circuit Like for CRI2 injectors, also Piezoelectric injectors requi-
re classification after installation on the vehicle. Encoding
Injector opening is of the IMA type (Injektor Mengen Abgleich) with a 7-di-
The ECU closes the T1 switch and, through the capacitor C, git alphanumeric code (where the first 6 digits are used to
charges the capacity of the injector. The piezo element ex- adapt the flow toleran-
pands and the injector opens. As an effect of piezo element ces and the seventh,
deformation, voltage rises to 110-148 V. called ISA, allows to
adapt control voltages).
Injector closure
The ECU closes T2 and pens T1. The injector capacitor di-
scharges through T2 and it becomes a generator. The piezo
stack contracts itself and the nozzle closes. Figure 143: IMA coding of CRI3 injectors
TEXA S.p.A. - Copyright © All rights reserved. Images and texts are property of TEXA S.p.A. Unauthorized disclosure and reproduction, even partial, are prohibited – 2014 < 63
G18 “Truck Common Rail Engine Management ” - Automotive Training Courses
stem operates at pressures comparable to those of 1st generation 1250 - 1350 bar raising the pressure up to 2500 bar only
inside the injector. The first example of a 4th generation system is the X-Pulse system used by Mercedes in the new OM471
engines on the 2011 version of the Actros. The system uses a Mercedes control unit (manufactured by Siemens) and uses
components from Bosch. In particular:
• CRIN4 injectors;
• CPN5 pump.
The same system is also available on American Detroit engines, part of Daimler group.
w
ie
ev
Figure 156: Hydraulic and electrical circuit of Mercedes-Benz X-Pulse system
Legend:
1) Pumping element intake valve
2) Pumping element supply valve
3) KUV 2 stage valve
4) Pressure relief valve
68 > TEXA S.p.A. - Copyright © All rights reserved. Images and texts are property of TEXA S.p.A. Unauthorized disclosure and reproduction, even partial, are prohibited – 2014
The pump is equipped with 2 pumping elements and a low
pressure adjustment. On the right side of the pump there
is a flange where a manifold is connected that allows to
manage the connection with the fuel filter for the supply of
the pump and for the return. In addition, for Euro 6 vehicles,
features the link for the module metering the fuel to the DPF.
The supply gear pump sucks from the pre-filter and delivers
to the main filter. The nominal flow pressure is 4.5 to 6.0 bar
w
and is limited by a pressure relief valve set at 8.5 bar.
Legend:
Arrow: High pressure input
1) Pressure amplifier return
2) Injector return
ie
Legend:
Green input from M-Prop
Yellow Lubrication
Blue Return
3) Classification code
TEXA S.p.A. - Copyright © All rights reserved. Images and texts are property of TEXA S.p.A. Unauthorized disclosure and reproduction, even partial, are prohibited – 2014 < 69