BS IV Common Rail System

Emission Scenario
1992 1996 2000 2001 2005 2010

ECE R49 Euro 0 INDIA 2000 BS-II BS-III BS-IV

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Emission Scenario

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Emission Scenario

4
Role of Electronics In EMS

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 Demand on Modern Engine
− Lower pollutant emission
− Improved engine performance
− Low fuel consumption
− Quiet running engine
− Smoother Drivability

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 Common Rail System

 Common Rail system is a

modular electronic control
fuel injection system
 Any injection pressure is
possible
 Three degrees of freedom
in CRS:–
Injection Pressure
Injection Quantity
Injection begin

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 Common Rail System
 High injection pressures and good
spray preparations are possible even
Exhaust aftertreatment management
at low engine speeds and loads.
Optimized
 Capability to deliver stable, small pilot combustion
Acoustics
injections can be used for decreased measure
NOx emissions and noise.
 Option for post injections may be
used together with such emission
Special Characteristics : Multiple Injection
control technologies as particulate
filters, lean NOx, catalysts, or NOx Pilot injection 2-3% of Main Injection
absorbers. Fuel pump operates with
low drive torque

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 Main Characteristic of CR system

CR uses an intermediate High Pressure Accumulator

(Rail)

Uses Electronic Control of Injectors (use of Electro-

magnetic valves)

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 Benefits of Common Rail System
≈ Flat torque curve/ Better lower end torque
≈ Exhaust gas emission
≈ Fuel economy
≈ Engine Noise
≈ Adaptation to the engine

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 Common Rail System [ CRS ]
Fuel Circuit divided in to Low Pressure and High Pressure Circuit

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 „H‟ Series – BSIII CRS Engine
Specifications
Engine HA57L165
Type Diesel, direct injection, inline, water-
cooled
Aspiration Turbo inter-cooled
No. of cylinders 6
Bore x Stroke 104 x 113 mm
Swept volume 5.76 litres
Rated power 165 kW @ 2500 rpm
Max. torque 800 Nm @ 1400 -1900 rpm
Fuel injection system Common rail fuel injection system
2nd generation from Robert Bosch

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 „H‟ Series – BSIV CRS Engine
Specifications
Engine H6E4S123
Type Diesel, direct injection, inline, water-
cooled
Aspiration Turbo inter-cooled
No. of cylinders 6
Bore x Stroke 104 x 113 mm
Swept volume 5.76 litres
Rated power 123 kW @ 2500 rpm
Max. torque 550 Nm @ 1200 -1900 rpm
Fuel injection system Common rail fuel injection system
2nd generation from Robert Bosch

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 H6 E4 S 165 Engine

Boost Rail
Pr Pressure
Sensor Sensor

Coolant
Temp
Sensor Fuel
Metering Engine
Fuel Unit Speed
Temp Sensor
Sensor
Phase
sensor

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Engine Modifications

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 Engine Modifications
Oil separator
(Cyclonic Type)

Thermostat housing
(Twin type with
horizontal outlet)

Water cooled Air

compressor

Poly ‘V’ belt Blow-by Inlet pipe to

Oil separator

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 Engine Modifications
Common Rail

Air inlet

Dip stick

High pressure
pump

Twin fuel filter

(Engine mounted)
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Engine Modifications
Turbo outlet

Higher
capacity
Turbocharger
(With Waste gate)

Coolant filter
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Engine Modifications

Engine
speed
sensor

Lug type
flywheel

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 Components in Common Rail

High pressure pump Injector Pre filter & Main filter Acc pedal

Common Boost pressure Coolant temp

ECU rail sensor sensor
sensor
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CRS Fuel Pump

 Feed pump – Gear Type – 9bar absolute

 Back Flow pressure 1.2bar absolute
 More than 8-12 microns can damage the fuel system

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 CRS Fuel Pump – Cut View Section
 CPN2.2 looks like inline pump
 Lubricated by engine lube, every 60
degree a pressure stroke
Back leak pressure 0.6 to 0.7 bar
 In CRS N1=1400bar
N2=1600bar
N3=1800bar
 Cam Shaft sensor to detect the piston TDC
 80ml of 15W40 lube oil to be filled in new
High Pressure Pump

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CRS Engine – Gear Drive Train

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 Common Rail Gallery
Rail
– Reservoir for high pressure fuel
– Steel forged tube
– Prevents pressure fluctuations (by adequate volume)
– Pressures up to 1600 bar
Rail Outlet to Injectors

Rail Pressure Sensor

Leak off Rail Inlet Points

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 Pressure Relief Valve [ PRV ]
PRV – Pressure Relief valve – for safety of the Three Reasons for PRV to open
system Mechanically spring loaded  Metering Unit
Rail Pressure Sensor
High pressure in the system.
Return
to tank Note:
Low Pr.
fuel
When M Prop fails, blocked injection,
increase in pressure, PRV opens resulting
in drop in pressure to a large extent, RPS
communicates this large drop in fuel
pressure to ECU

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 Solenoid Injectors
 Electronically controlled device
Terminal
 Better control of injection quantity Solenoid
 Possibility of multiple injections
 Injection pressure is independent of Leak off High Pressure pipe
Engine speed connection connection

 Possibility of software correction

Torque value
Injector Clamp
(30-35) Nm

 Timing controlled by electrical signals to the solenoid.

 Solenoid does not directly actuate the injector needle
 Solenoid controls the pressure in the control volume by
which the needle is opened.

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 Solenoid Injector

Timing controlled by electrical

signals to the solenoid.

Solenoid does not directly

actuate the injector needle.

Solenoid controls the pressure

in the control volume by which
the needle is opened.

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Solenoid Injector

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Solenoid Injector

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Solenoid Injector Function

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Solenoid Injector Function

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Solenoid Injector Function

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ENGINE MANAGEMENT SYSTEM [ EMS ]
 Engine Management System [EMS]
EMS - Overview
Modern engine development is driven by legislative emission requirements and growing vehicle electronic
architecture in the market. Following are the legislation and market driven needs.

1. High fuel injection line pressure

2. Fuel injection independent of pressure generation and engine speed.
3. Multiple injections (Main, Pilot and Post injection)
4. Flexible in fuel quantity, injection timing and fuel injection pressure independent of engine speed.
5. Environmental (Ambient, Coolant temperature etc.,) / Altitude dependent torque requirement.
6. Integration with other vehicle systems (Automatic transmission, ABS etc.,)

The EDC(Electronic Diesel Control) system is capable of meeting the demands outlined above.

In EDC system, the driver has no direct control over the injected fuel quantity through the accelerator pedal.

The injected fuel quantity is based on

1. The vehicle response desired by the driver communicated through the accelerator pedal sensor with the help
of ECU.
2. The engine operating conditions such as coolant temperature, Boost pressure & engine speed.

EDC system is also capable of data exchange with other electronic systems, such as Automatic transmission
through CAN, ABS, Body control unit Through CAN(Control Area Network).

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 Engine Management System [EMS]

EMS is subdivided into:

SENSORS ELECTRONIC CONTROL UNIT [ECU] ACTUATORS

 Detects the
 Processes the information received
engine operating  Convert
from the sensors.
conditions and the the electrical
driver‟s demand. signal form the
 In controls the actuators through
ECU into
electrical output signals.
 They convert physical variable
physical for controlling
 It also provides interfaces with
variables(like actuators such
other systems like diagnostic tool, ABS,
Pressure, Temp, as Injectors,
Automatic transmission etc.
Speed etc) into Metering Unit.
electrical signals.

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 Engine Management System [EMS]
Hardware – Sensors, ECU & Actuators
Sensor ECU Actuator

Speed sensor (Crank)

Speed sensor (Cam)

Injectors
Boost Pressure/Temp

Coolant Temp sensor

Inputs Outputs
Metering Unit
Rail Pressure sensor

Fuel temp sensor

Accelerator pedal
Alarms & Service Tester
The ECU is nothing but an Electronic Control Unit, which comprises of various components
like microcontroller and internal and external devices circuitry for handling the software
with appropriate memory for achieving a desired action as required by the application
engineer during engine development.
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 Controls
Open and Closed Loop Electronic Control
Open Loop:

 The actuators are operated by the ECU output signals which the ECU has calculated using the input
variables, stipulated data, characteristic maps, and algorithms.
 The final results are not checked.

Close Loop Control:

The actual value at the output is continually monitored against the desired value and as soon as a deviation is
detected this is corrected by a change in the actuator control.
The advantage of close loop control lies in the fact that disturbances from outside are detected and taken into
account.
In our system close loop control is used for rail pressure governing through activating metering unit.

Fuel – Injection Control:

 In order that the engine can run with optimum combustion under all operating conditions, the ECU calculates
exactly the right injected fuel quantity at right time in different conditions.

 Here the values of various parameters are considered.

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 Controls
Starting Torque Requirement:
 The injected fuel quantity is calculated as a function of coolant temperature and cranking speed.

 This will generate from the moment the starting switch turned and until minimum engine speed is realized.

Drive Mode:
 When the vehicle is being driven normally, the driving torque is a function of the accelerator pedal position
and engine speed and boost pressure.

 Calculation depends upon maps, which also consider high fuel temperature.

 This permits best possible alignment of the engine‟s output to the driver‟s wishes ad also protect FIP parts.

Engine Idle Speed Control:

 When the accelerator pedal is not pressed, it is the job of the idle speed control to ensure that a determined
idle speed is maintained.

 For instance, with engine being cold, the idle speed is maintained by adjusting to the desired torque in
reference to water temperature and the set speed is maintained similarly at increased water temperature.

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 Controls
Engine Maximum Speed Control:
 This control ensures that the engine shall not to be rotated at excessive speeds.

 To avoid damage to the engine, the engine manufacturer stipulates a permissible maximum rotational speed
that may only be exceeded for a very brief period. Beyond that an error recording is registered. In our case the
recorded speed is 3000 rpm. Error code is P381.

Intermediate Set – Speed Control:

 Intermediate speed control enables to run the engine at constant speed for applications like crane,
ambulances / trucks mounted with generator.

Vehicle Speed Limiter:

 The vehicle speed limiter function limits the vehicle‟s maximum speed to a set value. This can be applicated
and proper activation can be performed by the customized Diagnostic tool.

Start of Injection Control:

 Start of injection has a critical effect on power output, fuel consumption, noise, and emissions. The desired
value for start of injection depends on the engine speed and injected fuel quantity. With the use of injector
energisation, it is achieved.

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 Controls

Engine Torque Limitation:

 Max torque limitation has been predetermined and set at factory. Deviation to that will have the following
effect:

 Excess emission

 Excessive soot

 Higher Free Acceleration smoke.

 Mechanical overloading due to high torque.

Engine Exhaust Brake Function:

 When the Exhaust brake is applied, in general, the injected fuel quantity is either reduced to zero or to the idle
fuel quantity is reduced to zero.

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 Sensors

Engine Vehicle SCR

Engine Speed Sensor Acc. Pedal Sensor Ad Blue Level Sensor

Cam Speed Sensor Brake Pedal Switch Ad Blue Pressure Sensor

Fuel Temperature Sensor Clutch Pedal Switch Air Pressure /Temp Sensor

Coolant Temperature Sensor Atmospheric Sensor Pre Catalytic Temp. Sensor

Boost Pressure Sensor Vehicle Speed Sensor Post Catalytic Temp. Sensor

Rail Pressure Sensor Water Level Sensor

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 Engine Speed Sensor – DG6 CrS
o Inductive magnetic type pulse pick –up
o Contact less
o Robust design
o Powerful output signal
o Air gap Range should be maintained between 0.5mm to 1.5mm
o 58 holes are drilled (6deg apart) on flywheel surface. Sensor Mounting Bracket
o Incorrect thickness of Mounting plate may result in Starting Problem

Bracket Mounting Bolt

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 Engine Speed Sensor
o A permanent magnet establishes a fixed magnetic field .
o Output signal is generated by changing the strength of this field.
o The alternating presence and absence of ferrous metal (gear
tooth) varies the magnetic field strength.
o This change in magnetic field strength induces a current into a
coil winding which is attached to the output terminals.

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Engine Speed Sensor

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 Cam Speed Sensor – DG6 CaS

o Inductive magnetic type

pulse pick –up
o Contact less
o Robust design
o Powerful output signal
o Air gap Range should be
maintained between
0.5mm to 1.5mm
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 Boost pressure sensor
Boost pressure sensor Boost Pressure Sensor fitted on Inlet manifold

o Piezo Resistive Pressure

Sensing Method
o Range up to 3 bar abs
o Type of signal Analog
o Accuracy ±1% of max
value
o Integrated temperature
sensor(NTC type range –
40 to 130 degC)

Dependant Functions
o Boost Pressure Governing
o Smoke Limiting

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 Rail pressure sensor

Sensor Element

Rail pressure sensor

Rail Pressure sensor

o Stainless steel diaphragm with strain gauges in metal thin film technology
o Electrical circuit with analog output
o Piezo resistor type pressure sensor
o Range up to 1800 bar abs
Dependant Functions
Common Rail o Rail Pressure Governing & Injection Qty Governing

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Coolant Temperature sensor

Mounting Locations

Coolant temperature sensor

o Negative Temp Co-efficient(NTC) Resistor (2.5 K Ohms )
o NTC Wire welded on contact
o Metal body with thread
o Operating Temp range : -40 to 130 deg C

EDC Dependant Functions

o Post Glow, Start Speed, Fuel qty Calculation
o Limiting Qty, Begin Control, Active Pre-Injection

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 Fuel Temperature Sensor
Fuel Temperature
Sensor

 Located on the
CRS HP Pump

 Detects the Fuel

Temperature

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 Atmospheric Pressure Sensor
Atmospheric Pressure Sensor

 Located on the ECU

 Senses atmospheric pressure

ECU

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 Accelerator pedal Sensor
Accelerator Pedal Sensor
– Hall Effect type
– Linearisation curve to convert output voltage into throttle travel (%)

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 Brake pedal Switch

Brake pedal Switch

 Located on the Dual

Brake Valve down the
brake pedal

 It serves the purpose

of bringing down the
fuel quantity when
the brake pedal is
pressed

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 Clutch pedal Switch

Clutch pedal Switch

 Located near the

clutch housing and
operated by the
clutch operating
lever

 It serves the purpose

of bringing the fuel
quantity when the
clutch pedal is
pressed

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 Vehicle Speed Sensor

Vehicle speed sensor

 Located on
Speedo gear drive

 It senses vehicle
speed to influence
max speed, and
cruise speed.

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 Water Level Sensor

Water Level Sensor

 Located on the Pre-

Filter cum Water
Separator

 It indicates a warning
signal on the
dashboard when the
water is full and not
drained

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 Electronic Control Unit [ ECU ]
ECU
• Maps which contain the data set
[calibration curves, set point values,
injection data for every operating
condition of engine] are stored in ECU
memory
• ECU is driven by Torque. Similarly all ECUs
of the new vehicle are talking through
Torque Language.
• The dataset is frozen after engine
optimization on dynamometer and vehicle
calibration activities.
• Fuel quantity is calculated on the Torque
requirement

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 ECU Maps
Rail Pressure Map Driver demand map

Injector ET map Start of Injection map

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 Actuator – MPROP ( Metering Unit )
Actuator
Metering Unit – Mounted on FIP
• Regulates fuel from low pressure stage to high pressure stage
• Facilitates for maintaining the pressure in the rail at constant level
• M Prop Plunger is normally pulled back in open condition by the Spring. When energized through
ECU, the flow is regulated
• 99 mg / stroke is the maximum quantity of fuel injected.
• No metering occurs when there is no current.
• At 1700 mA current total shut off.
• Delivery 260lph
MPROP ( Metering Unit )

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Wiring Harness Assembly

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 Wiring Harness Assembly
Wiring harness comes with the following connections:

1. Crankshaft Speed sensor (CrS – DG6) – Mounted on flywheel housing

2. Camshaft Speed Sensor (CaS – DG6) – Integrated with FIP
3. Fuel temperature sensor (FTS) – Integrated with FIP
4. Rail Pressure sensor (RDS4) – Integrated with Common Rail
5. Coolant temperature sensor (CTS) – Mounted on Thermostat housing
6. Boost pressure cum temperature sensor (LDFT6) – Mounted on intake manifold
7. Metering Unit (Me Un) – Integrated with FIP
8. Injector solenoid connection – On injectors
9. Intermediate connector – Fitted on a bracket (On Intake manifold)

Wiring Harness connects the above components to ECU through Intermediate Connector.

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Intermediate Connector, Injector terminal
The corrugated sleeve contains 6 branches for 6 injectors.
Terminals are connected as per the number-NOT TO BE INTERCHANGED
Tightening Torque 1.5Nm by Torque Screw driver
Ensure Injector Caps in position always
Bracket for intermediate connector

Wiring Harness intermediate connector

Yellow sticker –
Injector terminal Cylinder No. Injector Cap

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Circuit Diagram – Relays & Fuses
CRS - EDC 16

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Relay, Fuse, ECU, Diagnostic socket

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 Torque Structure
• Torque Structure summarizes all functions between driver’s
demand and the engine including their interactions. The
calculation of the desired value (torque) is based on these
functions.
• Torque Structure provides an optimal platform for drive train
control and coordination.

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Common Rail System

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 Safety Functions
1) Limp Home Function:-
Activated when
o Sensor / Actuator is faulty
o Sensor / Actuator wiring harness disconnect
 System goes to redundant mode.
 Torque is limited to 200Nm.
 Malfunction Indicator Lamp [MIL] switches ON.
 Effected component – Engine mounted sensor, accelerator Pedal Sensor & Actuators

2) Limiting Quantity Function:-

 Torque correction takes place limiting the maximum torque till the situation turns normal.
 (Coolant / Fuel temperature / Engine RPM / Smoke limitation / Vehicle Speed Limitation etc.) Minimum of these
returns to the normal band.
 The fuel quantity is decided based on the MAP in the protective mapping of EMS

3) High Idling RPM

 In case of vehicle speed sensor error for Top Speed Limitation applied vehicles.

4) Shut Off
 Both Cam and Crank Sensor Faulty
 ECU Failure
 Battery 15Amps Fuse Failure

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Torque Limitation

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Over Heat Protection

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CRS HANDLING GUIDELINES
 CRS Handling Guidelines

The entire process of removal &

refitment, storage and also handling of
the CRS Bosch components need to be
handled with absolute care.
These are highly precession units, they
need to be handled in a clean
atmosphere.
As and when CRS unit are removed, the
open ports will need to be immediately
covered to avoid any dust entry.

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 CRS Handling Guidelines
High Pressure Pump (CPN 2.2):
Critical parts must be always protected
1.Gear pump inlet
2.Gear pump outlet
3.Pump inlet connector
4.Backflow connector
5.HP Connector
6.Drive shaft
7.M-Prop
8.Camshaft speed sensor
 CRS Handling Guidelines - Pump
• Use two spanners during tightening or loosening of high pressure
pipe cap nuts
• Do not keep or even Handle the Pump applying forces on external
components like M-Prop, Overflow valve, Cam sensor, Fuel temp
sensor.
• Protection caps must be removed as late as possible, just before
external circuit components assembly.
 CRS Handling Guidelines - Injectors
Do’s
Ensure proper protection cap at below connections
•High Pressure connector
•Back leak opening
•Electrical connector
•Nozzle tip
Remove the protection caps only during the time of assembly
Assemble all protection caps immediately after removing the
injector
Use two spanners during tightening or loosening of high pressure
pipe cap nuts.
Don’t s
 Don‟t damage the nozzle tip, the electrical connector or high
pressure connector while assembling of removing the injector from
the engine
 Don‟t allow the injector to fall-off OR hit with other component
 Don‟t use the same retainer ring after removal
 Don‟t erase or damage the laser writing (IMA code)on the
injector
 Don‟t try to assemble or remove electrical connectors when
ignition key is in „ON' position
CRI is very sensitive for contamination/particles
 Sensor Handling Guidelines
1. Sensors must be removed from its packing just prior to installation
2. Specified tightening torque should be maintained
3. Replace any damaged O-Ring.
4. Clean and grease O-Ring prior to installation with mineral oil-based grease.
5. Resetting Vehicle Ignition key switch for the occasion when the engine stops
after stalling due to inappropriate gear selection or after sudden braking in high
speed gear.
6. Insert the Ignition key, turn clockwise for 24V supply to the vehicle Electrical,
EDC and to further turn to crank the engine.
7. Idle the Engine always for 60 Seconds after starting and before Switching off the
Engine.
8. Wait for few sec after Ignition key switch before switch battery Cut – Off Switch
for after run completion in the EDC 16 ECU

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 CRS Handling Guidelines- Rail
Do’s
 Remove protection cap at below
connections during assembly only
•Inlet/outlet connector
•Rail pressure sensor (RDS)
Assemble all the protection caps
immediately after rail is removed
Don’ts
 Don‟t try to dismount rail pressure
sensor (RDS) & Pressure limiting valve
(DBV)
 Don‟t allow the rail to fall-off OR hit
with other component
 Don‟t try to assemble or remove RDS
electrical connectors when ignition key is
in „ON' position

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 CRS Handling Guidelines- ECU
Electronic Control Unit
To be protected from moisture entry
To be protected from electrical overstress (EOS)-
High current flow-Proper grounding for wiring
harness
To be disconnected during body building
To be avoided from electro static discharge (ESD)
To be protected from handling damages
To be stored properly (Storage temperature: -20ºC
to 50ºC)

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 Guidelines for Checking Sensors

NOTE:
 Ensure the connections are made properly on sensors, injector terminals and Metering Unit
 The intermediate connector should be assembled on IMF using the appropriate bracket
 To Power ECU and ECU system minimum 18volts Battery is required
 Checking Voltage/Resistance at component or ECU End – Allowed with proper instrument &
care
 Few test to be carried out with ignition “OFF”/”ON” and Engine running mode condition to
confirm the fault and after erasing the error
 Avoid checking at ECU End. In case of utmost requirement ensure ECU body is always
connected to Starter Negative.
 Measure resistance of the sensor at the connector end and on the connecter at the ECU end
after connecting the respective Sensor. Given resistance values are as measurable at the
sensor end. While measuring resistance at the ECU connector end with sensors connected,
the resistance of the wire will get accounted
 Care to be taken not to short the supply voltage / Sensor Output with earth / negative.

77
 Precautions for ECU During Body
Building
General
Do’s
 The ECU should be disconnected from the harness and a dummy cap/cover with plastic bags should be put
on the ECU connector. There should be no ingress of water through the wiring harness on the ECU.

 Maximum cleanliness in the work area and the tools should be employed. Check to see if the ECU has
become dirty during the body building phase especially at the connector end and pins. Use a soft clean & dry
paint brush to remove the dust.

 Ensure that the intermediate connector (supply +ve and -ve for ECU) between the DC to DC converter and
wiring harness is properly locked and intact.

Don'ts

 Electrical Tapping / Modifications are not allowed on Harness

 Care should be taken while washing the vehicle. Do not direct jet of water on to the ECU, accelerator pedal
sensors and other electrical components.
 Diagnostic connector should not be left hanging loose and should be handled with care.
 Do not change mounting position of the ECU/EDC panel.
 Do not touch the pins of the ECU to avoid damage due to electrostatic discharge.
 Do not use spanners / other heavy tools to remove the sensor and ECU connectors.
 Do not lift the wiring harness bunch by the end connectors.
 Do not test (continuity check) ECU pins with multimeter.
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 Precautions for ECU During Body
Building
Before and During welding:-

 Disconnect battery terminals (Positive and Negative terminals of 24V supply).

 Disconnect two connectors of the ECU and have the panel cover refitted.
 Avoid falling of hot weld spatters on wiring harness, sensors and Accelerator Pedal Module.
 Do not use Accelerator Pedal as a support during body building.
 Avoid falling of any sharp/Heavy objects on the accelerator pedal module and its connecting wire.
 Do not disturb the clamps of EDC system wiring harness unless it is very essential, but ensure it is replaced /
refitted properly.

After Welding:-

 Do not disturb/remove the connected DC negative connection of EDC system.

Chassis
Starter Motor Negative to Engine Block
 Ensure fuse and connectors of the EDC system power cable (closer to the battery cable terminal ends) are
kept inside the battery box.
 Connect the engine wiring harness
 Connect the battery terminals
 Ensure proper re-fitment of connectors with positive locking
 Clip/clamp the wiring harness every 500 mm.

79
 Body Builders, Field Service
Do’s
The ECU as such should be covered in a box so that if any washing is done, the ECU will be protected.
Care needs to be taken while removing the battery connection during body building and reconnect the
terminals in correct polarity.
Check the battery condition regularly and keep the batteries in healthy condition.
Ensure proper connectivity of ECU/Sensor connectors with wiring harness.
Keep the ignition “Switch Off” while removing/ reconnecting the battery connections in the vehicle.
Correct tightening torques should be used for mounting the ECU and other electrical/electronic parts on EDC
panel. 8 ± 2 Nm torque (M6 - 8.8 Gr).
Connectors of the ECU must be connected or disconnected only when the power is switched off/ ignition
switch is in off position.
Ensure diagnostic connector cap is present always to avoid dust / water entry and shorting. Protect diagnostic
connector from tampering / damage.
Ensure paint removal on the surface / clean surface before connecting the negative connection of EDC system
and the high current negative of vehicle electrical connection.
Check if the relays and fuses are properly inserted in the relay and fuse module respectively.
Ensure proper fitment of 15A fuse of the battery positive cable. The spare fuses (30A - 1 no. and 5A - 2 nos.) is
available in the relay and fuse module.
Ensure that the ignition switch and battery isolator switch is off when the vehicle is in parked condition.

Don'ts
No undue pressure to be applied on the ECU during the service.
Do not jump start the vehicle (by connecting external batteries - master / slave method). This will cause
serious damage to the ECU

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 Mechanical Components Handling

Do’s

 Remove High Pressure Pipes with Expertise guidance

 During fitment High Pressure Pipes to be tightened with Torque Spanner to the specified Torque
 Remove INJECTORS, only if Injector Fault is confirmed through Diagnosis
 After removal fit Injector Caps to prevent dust entry
 Injector caps to be removed immediate after fitment in Engine
 Injector Terminals should not be interchanged between Injectors
 Injector Terminals to be Torque tightened with Torque Screw Driver
 Do priming by using the BLEEDING SCREW at Primary and Secondary Filters

Don'ts
 Don‟t try to repair the sensors at the following
 High Pressure Pump
 Common Rail
 Don‟t step on the Injectors
 Don‟t Loosen High Pressure Pipes for Bleeding

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 Do‟s & Dont‟s
1. Do not Switch-off the Engine through gears and brake.
2. Do not operate the starter motor for more then 10 sec. continuously. Wait
for 30-60 Seconds before trying again.
3. Do not Park / leave the Vehicle with Ignition key switch, in ON condition
as it would drain battery.
4. To power ECU of the EDC system minimum 18 volts at battery is required.
5. Push start is possible.(When Starter motor is not functioning properly and
min 18 volts is available at the battery).
6. While coiling/bending of cables/wires avoid sharp bends and folding.
7. While connecting the Injector solenoid Wires ensure connections from
appropriate terminals.
8. Ensure paint removal on the surface/ clean surface before connecting the
DC negative connection of EDC system..

82
 Recommended Maintenance

Engine Oil

Quantity 16.5 Lts (including oil filter)

Gulf – Super Fleet LE Dura Max 15W-40

Brand Name
IOC – Servo Pride ALT + 15W-40

City /Long haul Every 80,000 Kms

Change Period
Tipper 500 hrs

Coolant

Quantity 22 Lts (approx)

Brand name Gulf – Euro cool LL max 50

Every 2,00,000 Kms / 2 years

Change Period
Whichever is earlier

83
 Recommended Maintenance
MAIN FILTER
CAPACITY 1.4 Lts
FILTERATION EFFICIENCY 98.6% ( 3-5 µm Particle Size )
WATER SEPARATION EFFICIENCY 93%
CHANGING PERIOD 40, 000 Kms
HYDROSTATIC BURST STRENGTH 16 bar
FLOW RATE 420 l/h
OPERATING TEMPERATURE -300C to 850C
CHEMICAL RESISTANCE EN590 ( 5% Bio-Diesel )
MAIN FILTER
FILTERATION EFFICIENCY 10% ( 3-5 µm Particle Size )

WATER SEPARATION EFFICIENCY 93%

CHANGING PERIOD 40, 000 Kms

HYDROSTATIC BURST STRENGTH 6 bar

FLOW RATE 420 l/h

OPERATING TEMPERATURE -300C to 850C

CHEMICAL RESISTANCE EN590 ( 5% Bio-Diesel )

84
 Fan Belt - Poly „V‟ groove

 Check and adjust tension @

Every 40000 Kms

 Replace if
 Frayed
 Pieces of Material
missing
 Longitudinal crack
intersect with traverse

85
R & R CRS Pump Assembly

86
R & R CRS Pump Assembly

87
R & R CRS Pump Assembly

88
R & R CRS Pump Assembly

89
R & R CRS Pump Assembly

90
R & R CRS Pump Assembly

91
R & R CRS Pump Assembly

92
R & R CRS Pump Assembly

93
 High Pressure Pump

INITIAL PUMP PREPARATION

 Initial oil filling should Initial oil

be ~ 80ml filling
plug
 After filling the oil it
should be closed with
a plug as shown in the Lub oil
view. pipe for
high
 Apply a tightening pressure
torque of (10 to 15 Nm) pump
by using a Allen key of
size 8

94
 High Pressure Pipes
• Don’t remove / Loosen High
pressure pipe for BLEEDING

• To be removed under trained

EXPERT GUIDANCE

• Don’t try to bend / re-shape

high pressure pipes

• To be Torque tightened while

re-fitment
 Min – 25 Nm
 Max – 35 Nm
High
Pressure
Pipe ends
95
Mounting Instructions During
Installation of New Pre - Filter

96
Mounting Instructions During
Installation of New Pre-Filter

97
Mounting Instructions During
Installation of New Pre - Filter

98
Recommended Torque

99
Instructions for Draining Water from the
Pre-Filter

100
Pre-Filter Installation Procedure

101
 Air Bleeding Procedure
Note:
It is necessary to ventilate the filter if:-
 the spin – on filter has been replaced
 work has been performed on the fuel line
Procedure:-

Minimum 10Lits of Diesel to be filled in the Diesel Tank

Bleeding Screw
Loosen the Vent Screw located in the Pre-Filter Head
Hand Primer
Prime the Hand Primer located above the Pre-Filter Head until fuel reaches the Vent
Screw of the Pre-Filter

Close the Vent Screw of the Pre-Filter

Crank the Engine for two/three times ( each crank – 10secs )

Loosen the Vent Screw located in the Main Filter Head

Prime the Hand Primer located above the Pre-Filter Head until completely bleeding the
Air from the Fuel System

Close the Vent Screw of the Main Filter

Again Crank and Start the Engine

102
 Air Bleeding

Hand Priming Strokes / Time

Trial Cranking Duration ( Continuous )
required

To get Diesel out of To get Diesel out of

Pre- Filter Bleed Main Filter Bleed First Crank Second Crank
Screw Screw

Condition 1 75 ( 3.5 Min ) 35 ( 2 Min ) 5 Sec Engine Started

90 ( 5 Min ) 50 ( 3 Min ) 8 Sec Engine Started

Condition 1 10 Sec

103
Diagnostics & Trouble Shooting
 Diagnostics
 ECU integrated diagnostics belong to the basic scope of electronic EMS.
During normal vehicle monitoring algorithms checks operation, input and output
signals and the overall system is checked for malfunctions and faults.

 If faults are discovered in the process, these are stored in the ECU
memory.

 When the vehicle checked in the workshop, this stored information is

retrieved only by a diagnostic tool through a serial interface and provides the
basis for rapid and efficient trouble shooting and to attend repair. Diagnostic Connector Cap

Diagnostic Connector

Circuit Diagram

105
 Continuity Checking for Sensor with
respect to ECU side Connector

Note:

 Remove sensor side connector & the ECU side connector.

 If carefully seen we can find numbers written (Example 1 2 3) on the

sensor connector.

 There are two type of ECU connector one big connector ( K type
connector ) and one small connector ( A type connector ) as shown in the
next slide.

106
Continuity Checking for Sensor with
respect to ECU side Connector

107
Continuity Checking for Sensor with
respect to ECU side Connector

108
 Serviceability of Sensor Components
Description Pin Configuration Values

Accelerator Pedal Module

Brake Switch

Clutch Switch

109
 Serviceability of Sensor Components
Description Pin Configuration Values

Engine Speed Sensor

Cam Speed
Sensor

Vehicle Speed Sensor

Coolant Temp. Sensor

110
 Serviceability of Sensor Components
Description Pin Configuration Values

Fuel Temp Sensor

Boost Pressure Sensor

111
Continuity Diagram for Metering
Unit Sensor

112
Continuity Diagram for Injector

113
 Failure Modes

This functioning enables the vehicle to reach the nearest dealership

point for service attention, incase of any sensor failure /
malfunctioning.

SL. No. Description Effects on the Vehicle

114
 Failure Modes

SL. No. Description Effects on the Vehicle

115
 Failure Modes

SL. No. Description Effects on the Vehicle

116
 Failure Modes

SL. No. Description Effects on the Vehicle

117
 Failure Modes

SL. No. Description Effects on the Vehicle

118
 Trouble Shooting of Sensors

Sensor Effects of Failure Possible Causes Service Recommendation

Accelerator Pedal Module

Brake Switch

Clutch Switch

119
 Trouble Shooting of Sensors
Sensor Effects of Failure Possible Causes Service Recommendation

Engine Speed Sensor

Cam Speed Sensor

120
 Trouble Shooting of Sensors

Sensor Effects of Failure Possible Causes Service Recommendation

Vehicle Speed
Sensor

Coolant Temp. Sensor

121
 Trouble Shooting of Sensors

Sensor Effects of Failure Possible Causes Service Recommendation

Fuel Temp Sensor

Atm Pressure sensor

Rail Pressure Sensor

122
 Trouble Shooting of Sensors

Sensor Effects of Failure Possible Causes Service Recommendation

Boost Pressure
Sensor

123
 Trouble Shooting of Actuators

Sensor Effects of Failure Possible Causes Service Recommendation

Metering Unit

124
 Trouble Shooting of Actuators

Sensor Effects of Failure Possible Causes Service Recommendation

Injectors

125
Selective Catalytic Reduction
( SCR )

126
Exhaust Emission Regulation

127
 Basics of SCR Technology

 SCR is a method to reduce Nitrogen Oxides(Nox) in Oxygen

rich exhaust gases.

 Nitrogen oxides are converted to nitrogen and water on the

surface of a catalyst by adding ammonia to the exhaust gas.

 To transfer SCR to the automotive sector ammonia has to be

replaced by Urea.

128
SCR Catalyst and Dosing System

129
 Chemical Reaction

Nitrogen Oxide (NOX) is converted to Nitrogen (N2) and Water (H2O)

Reactions:

NO + NO2 + 2NH3 2N2 + 3H2O

4NO + O2 + 4NH3 4N2 + 6H2O

2N O2 + O2 + 4NH3 3N2 + 6H2O

130
 Chemical Reaction
Formation of Ammonia by Decomposition of Urea

H2N – C – NH2 >200oC NH3+ HNCO

HNCO + H2O NH3 + CO2

2NH3 + CO2

Urea is used as an aqueous solution called “AdBlue” which is injected into

the exhaust pipe at temperature above 200oC

131
 Chemical Reaction
Formation of Ammonia by Decomposition of Urea

H2N – C – NH2 >200oC NH3+ HNCO

HNCO + H2O NH3 + CO2

2NH3 + CO2

Urea is used as an aqueous solution called “AdBlue” which is injected into

the exhaust pipe at temperature above 200oC

132
After Treatment Control Unit [ACU]

133
Urea Injector

134
SCR System – Technical Concept

135
Selective Catalytic Reduction (SCR)

136
 Selective Catalytic Reduction (SCR)
Pre Catalytic Post Catalytic
Sensor Sensor

SCR Catalyst
 Housing with
Catalyst
 Temp sensors
 Brackets
 Pipes
 NOx Sensor Option

137
 Selective Catalytic Reduction (SCR)

Urea Dosing System

 Ad Blue Doser
 Injection Nozzle
 Air Supply
 ACU – After Treatment
Control Unit

138
 Urea Tank Assembly
Operating voltage : 24 V Tank assembly[1]
Mass flow : 50 – 5000 g/h Ad Blue tank
Urea Dosing System
Air consumption : 8 L / min ACU
Level sensor
Operation temperature range : -11 to 70 deg C Tank filler neck and cap
Bracket
Adblue and air lines
Wire harness

SCR system [2]

Housing
Temperature sensors
Injection nozzle
Hydrolysis pipe

139
 Urea Tank Assembly
1. Ad Blue tank
2. Filter bracket
3. Urea filler neck with filter
4. Filler cap with air vent
5. Level sensor retainer
6. Decoupler for ACU
7. Decoupler for UDS

140
 Urea Tank Assembly

Capacity of AdBlue tank is 45Lits

Purging:-
 After switching off engine,
excess AdBlue in the AdBlue
line from valve to nozzle,
evaporates and
crystallization takes place. To
avoid this, a spring loaded
valve connects the air line to
AdBlue line purging into
exhaust line.
 8-12 lpm – air supply –
230cc compressor water
cooled. Continuous air
supply to nozzle takes place.

141
 Urea Tank Bracket assembly

1. Bracket
2. Lock nut M10
3. T-bolt with M10 screw
4. Strap
5. Cotter bolt
6. Cotter pin

142
 Float Assembly
1. Level sensor
2. Electric connection
3. Counter flange
4. Cooling water connection
5. AdBlue connection
6. Cooling water line
7. HNBR O-ring seal
8. Float gauge
9. Temperature sensor
10. Filter
11. Suction line
12. Rubber foot

Note:- If the AdBlue falls

below 12%, torque
reduction takes place.

143
 ACU – After Treatment Control Unit
ACU
 Independent Unit. Communicates with ECU.
 CAN protocol – Controller Area Network

Pressure Sensor
 To Check whether the pump is not dry
running

Pressure and Temperature

sensor
 To Check air pressure and temperature
coming from DDU port No.24

Temperature Sensor in SCR

Unit
 Pre Catalytic Temperature Sensor
 Post Catalytic Temperature Sensor
 To monitor the catalyst temperature –
Precalibrated.

144
ACU – After Treatment Control Unit

145
 UDS – Urea Dosing System
1. Urea pump
2. [from AdBlue filter]
3. Compressed air in [from vehicle air
supply]
4. Channel for cooling water line
5. Aluminum mounting plate
6. Washer
7. Lock nut M6
8. Air valve
9. Pressure sensor
10. Temperature . Pressure sensor
11. Air out [injection nozzle]
12. AdBlue out [injection nozzle]

146
 Wiring harness

1. ACU connector
2. Can BUS connector
3. Air valve connector
(UDS)
4. Pump connector (UDS)
5. Level sensor connector
(UDS)
6. Temp. / pressure sensor
connector (UDS)
7. Pressure sensor
connector (UDS)

147
 SCR – Injection nozzle and sensor
1. Nozzle gasket
2. Injection nozzle
3. AdBlue in
4. Washer
5. Lock nut MS
6. Air in
7. Exhaust temperature
sensor

148
 SCR – Housing
Basic Housing design
Cost effective, suitable for wide range of
engines
Capable of Euro 4 & 5
Can be used in all orientations
Homogeneous mixture of AdBlue with
exhaust gas should take place
Ceramic V205 – Vanadium Penta-Oxide,
W203 coated catalyst
Honey comb
12.4 litre – Catalyst
Slightly over sized to take care of heat factor

Note:- If SCR fails, NOx will

increase to E0 level because of full
advance of injection
149
 SCR – Housing
Major Housing Vertical – Goods
Application
Major Housing Horizontal – Passenger
Application.
Chemical Reaction:-
NH3 + NOx = N2 + H2O
After reaction Urea becomes Ammonia.
Since ammonia is highly corrosive, the
pipes are made of stainless steel
Inlet and out diameter are different
Albonair supplies the exhaust system
If the average temperature(Pre cat + Post
cat) / 2 crosses 500 0C, ACU flashes an
error and the system will go to the limp
home mode.
150
Thank You

151