Fault Finding Training for Common Rail Diesel Injection

CONTENTS

1. 2.

INTRODUCTION ........................................................................................................................................4 DEFINITION OF VARIOUS LOW PRESSURE FUEL SUPPLY PRINCIPLES ................................4

2.1. 2.2. 2.3.

2.3.1. 2.3.2. 3.

ELECTRICAL PUMP .....................................................................................................................4 INTEGRATED MECHANICAL PUMP .....................................................................................5 FUEL REHEATING ........................................................................................................................6
Electrical Reheating.........................................................................................................................6 Natural Reheating ............................................................................................................................6

DEFINITION OF VARIOUS HIGH PRESSURE REGULATION PRINCIPLES ...............................7

3.1.
3.1.1.

GENERAL INFORMATION ABOUT HIGH PRESSURE .......................................................7

Injector Control Via Leak Monitoring .............................................................................................7

3.2.
3.2.1. 3.2.2.

HIGH PRESSURE LEAK REGULATION ................................................................................8

Fuel Cooling Circuit ........................................................................................................................9 Pressure Regulator ..........................................................................................................................9

3.3.
3.3.1.

REGULATION BY INTAKE FLOW LIMITATION .............................................................10

Fuel Flow Actuator ........................................................................................................................11

Fault Finding Training for Common Rail Diesel Injection

1.

INTRODUCTION

Currently, all diesel vehicles are fitted with common rail diesel injection systems. These systems provide increased driving pleasure, better fuel consumption and reduced pollutant emissions. However, identifying the faulty component can be difficult when a problem occurs. Given the high cost of replacing a component, correct fault finding is essential. Correct operation of the common rail system mainly depends obtaining conforming high pressure in the rail. Achieving high pressure may vary slightly from one system to another. Knowledge of these systems makes it easier to find the faulty component in the event of a problem. First, perform preliminary checks before undertaking fault finding on the fuel circuit (conformity of fuel, battery voltage, charge circuit, ignition circuit, etc.).

2.

DEFINITION OF VARIOUS LOW PRESSURE FUEL SUPPLY PRINCIPLES

Routing of fuel from the fuel tank to the high pressure pump is essential in order to reach the correct high pressure. Components such as: Pipes, The filter, And the low pressure pump may affect the high pressure value. Several assemblies are possible on the low pressure section.

2.1. Electrical Pump

Some systems use an electrical pump to route fuel to the high pressure pump. It may be controlled in one of two ways: Continuously with the engine running; a calibrated valve located in the fuel filter unit regulates the low pressure to 2.5 bar. Or with the starter engaged in order to prime a low pressure mechanical pump. In this case, the electrical pump is used to reach a pressure of 4 bar in the rail when the ignition is switched on. This value can be verified with the fault finding tool.

Fault Finding Training for Common Rail Diesel Injection

2.2. Integrated Mechanical Pump

Fuel may be supplied by a mechanical pump integrated into the high pressure pump.

These systems can be identified by the presence of a manual priming bulb before the filter.

Fault Finding Training for Common Rail Diesel Injection

2.3. Fuel Reheating

In subzero temperatures, the fuel must be reheated in order to avoid clogging the filter. The temperature increase is achieved by either increasing the pressure in the rail or by electrical resistance. 2.3.1. Electrical Reheating

An electrical device located on the filter unit re-heats the fuel before it enters the high pressure pump.

2.3.2. Natural Reheating

In order to re-heat the fuel at low temperatures, readmitting the fuel coming from the return circuit is also possible. It is at a higher temperature since it has been pressurised. A thermostatic component located in the filter allows for fuel recirculation.

1: To high pressure pump, 2: Control valve, 3: Thermostatic valve, 4: Reheating circuit output, 5: Fuel return input, 6: To fuel tank, 7: Filter element, 8: Fuel inlet.

Fault Finding Training for Common Rail Diesel Injection

3.

DEFINITION OF VARIOUS HIGH PRESSURE REGULATION PRINCIPLES 3.1. General information about high pressure

High pressure is at the centre of the common rail system. It can only be correct if: The pump is able to provide the necessary quantity of fuel, the high pressure system contains no abnormal pressure loss. 3.1.1. Injector Control Via Leak Monitoring An injector is opened due to differential pressure by creating a leak in the upper section of the injector. A controlled solenoid valve releases the higher pressure A of the needle in order to raise it under the effect of lower pressure B. Example: BOSCH injector

Fault Finding Training for Common Rail Diesel Injection

Example: DELPHI injector valve

When the injector is not controlled, the release valve must be perfectly airtight up to very high pressure values. This prevents a leak of high pressure A to the return.

3.2.

High Pressure Leak Regulation

One way to regulate high pressure in the rail is to create a leak at the high pressure pump outlet. The pressure regulator controls the leaked fuel sent to the return in order to maintain pressure in the rail.

1: Fuel tank, 2: Low pressure electrical pump,

3: Fuel filter unit, 4: High pressure pump,

Fault Finding Training for Common Rail Diesel Injection

5: Pressure regulator, 6: Rail, 7: Injectors, 8: Rail pressure sensor,

9: Fuel temperature sensor, 10: Fuel reheating circuit, 11: Fuel return cooling circuit, 12: Priming valve.

3.2.1. Fuel Cooling Circuit For some applications, the high pressure leak regulation system requires the use of a cooling circuit for fuel returning to the tank. In fact, much of this fuel comes from the high pressure system at a temperature of nearly 90C. A thermostatic component closes the passage in the cooler for temperatures below 0C. If there is no fuel, a valve located on the filter unit forces passage in the cooler in order to prime the circuit. 3.2.2. Pressure Regulator

The high pressure generated by the pump (orange) is deviated to the return (yellow). Electrical supply of the regulator modifies the return passage section.

Fault Finding Training for Common Rail Diesel Injection

3.3. Regulation by Intake Flow Limitation

The other means of regulating high pressure is to only compress the quantity needed to maintain the setting in the rail. This means offers the following advantages: decreased pump drive torque providing improved fuel consumption, lower fuel return temperature. In this case, the component that regulates rail pressure is called a fuel flow actuator.

Fault Finding Training for Common Rail Diesel Injection

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3.3.1. Fuel Flow Actuator

Low pressure coming from the fuel pump arrives on the actuator in A. The computer controls the actuator in order to limit the quantity that enters the high pressure pumping components in B. The larger the quantity admitted, the higher the pressure in the rail. In resting position (or when disconnected), the actuator is in maximum flow position.

Fault Finding Training for Common Rail Diesel Injection

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Appendix 1: Test Summary Regardless of the system involved, fault finding always starts by checking the low pressure fuel system. The first high pressure test consists of verifying the natural potential of the high pressure pump. This refers to its ability to pump fuel under pressure. Input flow monitoring system Disconnect the fuel flow actuator and block engine start (use command mode or disconnect the injectors). Note the pressure value when the starter kicks in. (In fact, the actuator is open when it is resting. Thus, the pump pumps its full capacity.) The pressure value must be greater than 1050 bar for a K9K engine, and greater than 800 bar for an F9 or G9 engine. (Minimum speed with the starter engaged in compliance with requirements specified in the documentation). High pressure leak monitoring system To perform the test, engine starting must be blocked (e.g. by disconnecting the cylinder reference sensor) With the starter engaged, the pressure in the rail must be greater than 300 bar. (Minimum speed with the starter engaged in compliance with requirements specified in the documentation).

Testing the natural potential of the high pressure pump

Fault Finding Training for Common Rail Diesel Injection

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The next step of the high pressure test is performed to make sure the injector valves are sealed. If they are not, this can cause a loss of high pressure and a negative result when testing the natural potential of the high pressure pump. To perform this test, measuring cylinders are attached to the return circuit of each injector to check that the quantity is correct.

K9K Engine (DELPHI) The test is performed by first letting the engine run at idle speed for 2 minutes. Next, use the fault finding tool to start the command two times in a row. The engine performs a series of acceleration actions and the fuel pressure is controlled at high values. After the test, the quantity measured for each of the injectors must not exceed the expected value (which varies according to the engine; refer to the appropriate documentation). If the engine does not start, perform the test with the starter engaged as described in the documentation.

F9 and G9 Engines (BOSCH) The test is performed at idle speed or with the starter engaged. (Engine warm) A conforming injector delivers an extremely small quantity of fuel during return corresponding to normal opening of the valve. But a faulty injector delivers a very large quantity of fuel.

Fault Finding Training for Common Rail Diesel Injection

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Case of a faulty DELPHI injector: We observe that the leak is present for relatively high pressures. Using the control sequence with the fault finding tool (acceleration actions) can detect these leaks.

Fault Finding Training for Common Rail Diesel Injection

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Checking flow correction one injector at a time. The BOSCH injection system balances the flow of each injector. It analyses combustion using the engine speed sensor signal. Thus, if combustion is incorrect, the computer corrects the injector flow on the cylinder in question to try to re-establish correct combustion balancing. The flow correction value can be viewed for each cylinder using the fault finding tool. The normal value is on the order of 1 mm3/stroke. A correction equal to +/-5 mm3/stroke indicates a problem. A problem in combustion may be due to a problem involving: valve clearance, compression, an injector that is blocked (open or closed), incorrect injector positioning, etc.

HIGH PRESSURE TEST SUMMARY TABLE: (After checking low pressure) Natural Pump Potential Test OK Not OK OK Not OK Injector Valve Sealing Test OK Not OK Not OK OK Faulty Component None Injector Injector Pump

IMPORTANT: Following component replacement after fault finding, the tests must be repeated in order to check the repair. In fact, a second fault may have been masked by the first fault.

Fault Finding Training for Common Rail Diesel Injection

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