TECHTALK in association with
COMMON RAIL DIESEL: LATEST SYSTEMS CALL
FOR A NEW APPROACH TO FAULT DIAGNOSIS
Now that the mechanically controlled inline and DPA type of
pump and indirect injection have given way to the electronically
controlled common rail and pump duse systems with direct
injection, there’s a need for a new approach to fault diagnosis.
This means an understanding of the technical operating
principles of the various systems when diagnosing faults using
the vehicle’s serial data information.
HERE’S A TYPICAL COMMON RAIL SYSTEM:
● An electrical scavenge pump submerged in the fuel tank driven by
the 12 volt supply or a primary pump driven off the engine supplies
fuel to the high pressure pump.
● A high-pressure rail with the injectors, fuel pressure and
temperature sensors. The ECU monitors the various engine input
sensors and controls the precise amount of fuel and timing of
individual injectors.
● The scavenge pump delivers fuel at 2.5bars and up to 200 litres
per hour to the high-pressure pump. The low-pressure delivery is
important as the main pump has a safety check valve that is opened
by 1 bar of pressure to allow fuel to the pumping pistons. The
pump has a safety feature where if the primary pressure is low the
fuel is ported inside of the pump to provide lubrication to prevent
high-pressure fuel pump damage.
The high-pressure pump has three pumping pistons driven by a cam,
a third piston deactivation solenoid, a pressure regulator, low-pressure
inlet port, a high-pressure outlet port and a leak off port. The pump
does not need to be timed.
The third piston deactivation solenoid and the pressure regulator
control the pressure and flow. When less flow is required as in the over
run situation the third piston is deactivated. The third piston will also
limit the flow when the ECU detects a system fault.
The ECU must detect a rail pressure of 200 bars before activating
the injectors. A good pump with sufficient primary pressure will produce
200 bars of pressure within a few seconds of cranking the engine.
32 FEB 05 MOTOR INDUSTRY MAGAZINE
Illustrated below is a data stream taken from a correctly operating
Peugeot 206 Hdi.
We were looking for data that would show the fuel pressure and
the fuel regulator operation.
We selected 8 streams of data in the graphing mode so that we
can watch the operation over a period of time and in various operating
situations.
We would always advise you take every opportunity to collect
data and save it.
MODIS GRAPHING
In the bottom right of the screen can be seen the data stream of the
fuel pressure/flow regulator; and in the top right, the fuel pressure.
Observe the percentage change when the accelerator pedal is
blipped.
The running pressure regulation is around 18% (indicated by the
red 18) and the fuel rail pressure is 300bar, which is what we would
normally expect to see.
Look at what happens when the accelerator pedal is snapped
open; the regulator goes to a maximum of 27% and the rail pressure
rises to 600bar.
There is always a correlation between the regulator and the rail
pressure when the system is working correctly.
EUROTECH HELP LINE INCIDENT
EuroTech recently had a report of a vehicle
fitted with common rail diesel injection system
that would drive for a period of time and then
just cut out. It would then be difficult to start.
As is often the case, there is a history to
the scenario. Normally we would check the low fuel pressure
but in this case the customer reported that the scavenge pump
WWW.MOTOR.ORG.UK

had been changed because of noise.
When the vehicle did eventually run
again the answer to the problem was in the
serial data.
The rail pressure was within tolerance
(370bar) albeit slightly high as was the
regulator 22-27%. Don’t forget that the
serial data is what the ECU is commanding
and not necessarily what is happening.
When the fault occurred, the rail
pressure went to 1600bar and the regulator
to 35-40%. The ECU had commanded a
pressure regulation but the pressure sensor
did not register any reduction in rail
pressure. The ECU operated a safety
strategy and deactivated the third piston
and therefore reduced the pressure from
the pump.
WHERE WAS THE PROBLEM?
Closer examination of the data revealed
that the regulator command was trying to
change the pressure in the rail but the
pressure continued to rise.
Further investigation revealed that the
problem started with the noisy fuel pump.
The brushes had worn the armature and
the brass segments had broken up.
Contamination had managed to reach the
regulator and was causing it to stick.
The repair involved replacing the pump,
injectors and fuel-lines, and cleaning out
the tank and filter housing.
Being able to read and then understand
the serial data is the key to fast efficient
accurate diagnosis.
This article was contributed by Peter
Doughty from EuroTech, the helpline
provided by Sun Diagnostics.
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PRICE CUT
Bosch has reduced the price of its range of DVD-based technical information, ESI
[tronic]. In addition, to help get technicians started, Bosch is offering one ESI [tronic]
disc free of charge.
ESI [tronic] covers service, repair and diagnostic information as well as wiring
diagrams and cataloguing. It is also the software that powers Bosch's KTS range of
diagnostic testers.
Modules within the ESI [tronic] range cover:
vehicle equipment listings; standard workshop
fitting times; troubleshooting instructions for
petrol, diesel and braking and safety systems;
control unit diagnosis; spare parts identification;
wiring diagrams for comfort electric systems;
vehicle mechanics with service schedules; test
values for diesel fuel pumps.
For more information, log-on to www.boschautoparts.co.uk.
PAINT TRAINING
Lesonal has a new training course for 2005 to introduce customers to its range of
paint products. The two-day course at Akzo Nobel's Car Refinishes Instruction Centre
at Didcot, Oxfordshire (an IMI approved centre) provides a guide to the Environmental
Protection Act as well as hands-on training on the full Lesonal WB range.
Further details on 01235 862226.
FREE TREATMENT
Vauxhall is among the franchised networks to take up Forté’s offer of free, onsite
training to dealer staff on the use of engine treatments and sales promotion. There’s
advice on how the treatments actually work to combat engine contamination and
how to promote them to motorists.
Further information on 024 76 474069 (www.forteuk.co.uk).
BOUTIQUE POWER
New ‘Boutique’ batteries from Renault
feature 10 part references covering
over 85% of the UK vehicle parc. They
incorporate technical developments
such as lead calcium power supply and
a ‘magic eye’ level check and come
with a 3-year warranty, available from
Renault dealerships.
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MOTOR INDUSTRY MAGAZINE FEB 05 33