UNIT III - Diesel Injection

(AE 0302 - AUTOMOTIVE ENGINE SYSTEMS)

by

Leenus J Martin

Important note
Reading this presentation alone
may not be sufficient for your
University Exam Preparations!

INTRODUCTION
The fuel-injection system is the most important system in
the CI engine.
Basically the purpose of carburetion & fuel-injection is the
same i.e. preparation of the combustible charge.
While the main purpose of the system is to deliver fuel to
the cylinders of a diesel engine, engine performance, power
output, emissions, noise characteristics, economy etc are
greatly dependent on the effectiveness of the fuel-injection
system.

REQUIREMENTS
Injection of fuel into the combustion chamber should take
place within a precisely defined period of the cycle.
The metering of fuel injected per cycle should be done very
accurately.
The quantity of fuel injected should vary to meet the
changing load & speed requirements.
The injection rate should be such that it results in the
desired heat-release pattern.
The injected fuel must be atomized as very fine droplets.

REQUIREMENTS
Proper spray pattern to ensure rapid mixing of fuel & air.
Uniform distribution of fuel droplets throughout the
combustion chamber.
Starting & end of injection should be sharp.
Timing the injection of the fuel so that maximum power is
obtained, ensuring economy & clean burning.

FUNCTIONS
1. Injection Timing Control
2. Atomization
3. Bulk Mixing
4. Air Utilization
5. Injection Quality Control

FUEL ATOMIZATION
Primary design objective is to atomize fuel into very small
particles.
Small droplets ensure that all the fuel has a chance to
vaporize and participate in the combustion process.
If not atomized properly, liquid droplets burn very poorly
and sent out of the engine.
Modern fuel injection systems are designed to produce fuel
atomization characteristics to ensure complete fuel
evaporation within a short period.
The end of the injection process is a critical period.

BULK MIXING
Fuel atomization and complete evaporation of fuel are are
important ensuring that the evaporated fuel has sufficient
oxygen during the combustion process.
This ensures high combustion efficiency and optimum
engine performance.
Sufficient amount of oxygen in the intake air trapped in the
cylinder must be entrained into the fuel jet to completely
mix with the available fuel during the injection process and
ensure complete combustion.

AIR UTILISATION
Effective utilization of the air in the combustion chamber is
closely tied to bulk mixing and can be accomplished through
a combination of fuel penetration into the dense air that is
compressed in the cylinder and dividing the total injected
fuel into a number of jets.
A sufficient number of jets should be provided to entrain as
much of available air as possible while avoiding jet overlap
and the production of fuel rich zones that are oxygen
deficient.

GASOLINE INJECTION VS DIESEL INJECTION

The diesel fuel injection system delivers fuel under extremely
high injection pressures.
The system component design and materials should be
selected to withstand higher stresses in order to have a long
life.
Greater manufacturing precision and tight tolerances for the
system to function efficiently.
In addition to materials and manufacturing costs, diesel
injection systems are characterized by more intricate control
requirements.
All these features make the cost 30% higher than the cost of
the gasoline engine.

FUNCTIONAL ELEMENTS OF A FUEL INJECTION

SYSTEM
1. PUMPING ELEMENT: To move the fuel from the fuel tank
to cylinder & piping etc.
2. METERING ELEMENTS: To measure & supply the fuel at the
rate demanded by load & speed.
3. METERING CONTROL: To adjust the rate of metering
elements for changes in load & speed of the engine.
4. DISTRIBUTING ELEMENTS: To divide the metered fuel
equally among the cylinder.
5. TIMING CONTROLS : To adjust the start & the stop of
injection.
6. MIXING ELEMENT: To atomizes & distribute the fuel within
the combustion chamber.

CLASSIFICATION
Diesel injection systems can be classified as,.
1. Air injection system
2. Solid injection system.

AIR INJECTION
In this method, fuel is forced into the cylinder using
compressed air at a high pressure.
The rate of fuel admission can be controlled by varying the
pressure of air.
Fuel is metered & pumped to the fuel valve by a camshaft
driven fuel pump.
The fuel valve is opened by means of a mechanical linkage
operated by the camshaft which controls the timing of
injection .
Fuel valve is also connected to a high pressure air line which
supplies air at a pressure of about 60 to 70 bar.

AIR INJECTION
ADVANTAGES
It provides better atomization & distribution of fuel.
Heavy & viscous fuels, which are cheaper can also be
injected.

DISADVANTAGES
This method is not used now a days as it requires high
pressure multi stage compression.
A separate mechanical linkage is required to time the
operation of fuel valve.
The fuel valve sealing requires considerable skill.

AIR INJECTION
DISADVANTAGES
Due to the compression & the linkage the bulk of the engine
increases.
This also results in reduced B.P due to power loss in
operating the compression & linkage.
In case of sticking of the fuel valve , the system becomes
quite dangerous due to the presence of high pressure air.

SOLID INJECTION
In this method, fuel is injected directly into the
combustion chamber.
It is also called as mechanical injection.
Solid injection can be classified into four types
1. Individual pump & injector
2. Unit injector system
3. Common rail system
4. Distributor system.

SOLID INJECTION
Individual pump & injector
Each cylinder is provided with one pump & one injector.
A separate metering & compression pump is provided for
each cylinder.
The pump may be placed close to cylinder as shown in fig(a)
or May be arranged in a cluster as shown in fig(b).
Plunger is actuated by a cam & produces pressure necessary
to open the injector valve at the correct time .
The amount of fuel injected depends on the effective stroke
of the plunger.

SOLID INJECTION
Individual pump & injector

SOLID INJECTION - Unit injector

The unit injector system is one in which the pump & injector
are combined in one housing.
Each cylinder is provided with one of these unit injectors.
Fuel is brought up to the injector by a low pressure pump at
proper time, a rocker arm actuates the plunger and injects
the fuel into the cylinder.
The injection nozzle operates with a rapid-switching solenoid
valve which is triggered electronically.
It can produce a pilot injection which reduces engine noise.
The advantage of the Unit Injector System is that there is no
high-pressure line between the high-pressure pump and the
injection nozzle.

SOLID INJECTION - Unit injector

Unit Injector System can build up extremely high injection
pressures: 1,600 bar in the first generation of the system,
2,200 bar in the current generation.
This not only leads to low emissions but also increases
efficiency.
The Unit Injector System is mainly employed in heavy and
medium-sized commercial vehicles with performances of up
to 80 kW per cylinder.
The electronic control unit can trigger a system comprising a
maximum of eight cylinders.
A second control unit allows the system to be extended to 16
cylinders.

SOLID INJECTION - Distributor system

In this system, the pump which pressurizes the fuel also
meters and times it.
The fuel pump after metering the required amount of fuel
supplies it to a rotating distributor at the correct time for
supply to each cylinder.
The number of injection strokes per cycle for the pump is
equal to the number of cylinders.
Since there is one metering element a uniform distribution
is automatically ensured.
The cost of the fuel injection system is less as only one
pump is used.

SOLID INJECTION - Distributor system

SOLID INJECTION - Common Rail

In common rail system a high pressure fuel pump delivers
fuel to an accumulator, whose pressure is kept constant
with the help of a pressure regulating valve.
A common rail (pipe) starts from the accumulator & leads
to the different distributing elements for each cylinder.
For each cylinder there is a separate metering and timing
element which is connected to an automatic injector
injecting fuel into the cylinder.

SOLID INJECTION - Common Rail

In the common rail system the supply pressure of the fuel is
independent of speed & hence is not affected by the fuel
pump.
The amount of fuel entering the cylinder is regulated by
varying the length of the push rod stroke.

SOLID INJECTION - Common Rail

DETAILED STUDY OF
FUEL INJECTION SYSTEMS

DIESEL INJECTION SYSTEM

The fuel injection system supplies the diesel engine with
fuel.
The fuel-injection pump generates the necessary fuel
pressure for injection and delivers the fuel at the required
rate.
The fuel is pumped through a high-pressure fuel line to the
nozzle, which injects it into the engines combustion
chamber.
The combustion processes in a diesel engine are primarily
dependent on the quantity and manner in which the fuel
is introduced into the combustion chamber.

DIESEL INJECTION SYSTEM

The most important criteria are,
1. The timing and duration of fuel injection
2. The dispersal of fuel throughout the combustion
chamber
3. The point at which ignition is initiated
4. The volume of fuel injected relative to crankshaft
rotation, and
5. The total volume of fuel injected relative to the
desired power output of the engine.

FUEL INJECTION SYSTEM LAYOUT

Engine combustion
Chamber

Fuel Tank

Leak Off
Water Trap

Lift Pump

Fuel Injectors

Fuel Filters

Fuel Injection
Pump

TYPICAL FUEL INJECTION SYSTEM LAYOUT

FUEL LIFT PUMP (LOW PRESSURE)

Function is to supply steady flow
of fuel to injection pump.
A diaphragm pump is driven by
the engine camshaft, or plunger
type pump built into the injection
pump or electrically driven in
later systems.
May have manual priming.
May incorporate a strainer filter
which requires cleaning at service
intervals.

FUEL FILTERS
Maybe of replaceable element or
cartridge type.
Filter material must be of large
enough surface area to allow for
fuel flow, which will stop very
small partials of dirt reaching the
injection system.
May be large single units or
consist of a primary &
secondary filter.
Must be changed at the correct
service interval.
Incorporates the water trap.

FUEL FILTERS
Fuel Filter is used to filter out contaminants, diesel filters
are also used to separate water contained in the diesel
fuel.
Since water is heavier than diesel, it collects in the water
accumulation chamber of the diesel filter.
After filtration, the lighter diesel fuel flows to the interior
of the filter towards the outlet.

FUEL FILTERS

FUEL FILTER - TYPES

Cloth Type (Primary)

Consists of several layers of cloth wound over a layer of link
cloth on a perforated metal tube
Flow direction - From outside to inside
Filtered fuel collects in the centre tube and is delivered to
the pump
Removes non-dissolving impurities like dust, foreign
particles etc.
Coil Type (Secondary)
Consists of a corrugated filter paper around a central tube
with alternative layers glued
Flow direction - Radial and axial
Dual particles are held in the V-shaped folds

FUEL FILTER - TYPES

Star Type (Secondary)
Formed out of pleated filter paper
Paper is pleated along the breadth to provide a framework
for filter dust
Flow direction - Radial from outside to inside
Filtered fuel collects at the centre and is delivered to the
pump
Dust particles are deposited on the filter paper or settle
down as sediments at the bottom of the filter housing
Removes impurities of less than 2 microns

HIGH PRESSURE FUEL INJECTION PUMP

Can be of Rotary or In line
design. Driven by the engine at half
the speed of crankshaft.
Pressurises the fuel and delivers it
to the injectors at the correct time
for combustion.
Accurately meters the fuel quantity
to match engine load demands.
Incorporates a governor to control
engine speed and prevent the
engine over speeding and
damaging itself.

FUEL INJECTION PUMP JERK TYPE

A jerk type fuel injection pump can have a separate unit for
each cylinder or multi-elements where a number of pump
elements and a camshaft are housed in the one casing.
In general, jerk type fuel injection pumps comprise
Barrel
Delivery valve
Rack and pinion
Camshaft and
Spring

FUEL INJECTION PUMP JERK TYPE

Multi element or in line fuel injection pump

Fuel injection pump element

FUEL INJECTION PUMP JERK TYPE

Barrel and delivery valve
Each barrel is locked into the housing in such a way that the
upper section, which contains two ports placed at 180
degrees and known as intake port and spill port, is
completely immersed in fuel supplied by the fuel lift pump.
The barrel is closed at its upper end by a spring loaded
pressure valve known as a delivery valve.
An injector high pressure pipe connects the pump outlet to
the injector.

FUEL INJECTION PUMP JERK TYPE

Plunger
The plunger which operates within the barrel is driven on its
upward stroke by a roller tappet operating on a camshaft.
Contact is kept between the plunger and the tappet by
means of a spring which operates in a similar fashion to an
inlet or exhaust valve spring.
The plunger has a slot and a helix cut into it near the top.

FUEL INJECTION PUMP JERK TYPE

Rack and Pinion
A rack is fitted to the pump to engage with a pinion on the
outside of a sleeve.
The sleeve fits over the plunger and has slots engaging with
keys.
This allows the plunger to be rotated by the fuel rack as the
plunger moves up and down.
The end of the fuel rack is attached to the governor.

FUEL INJECTION PUMP JERK TYPE

OPERATION - Fuel metering principle.

A. When the top of the plunger is below the inlet and spill
ports, low pressure fuel flows through the inlet and spill
ports into the barrel.
It fills the space above the top of the plunger to the closed
delivery valve and also down the slot of the plunger and
into the space below the helix.

FUEL INJECTION PUMP JERK TYPE

OPERATION - Fuel metering principle.

B. The cam pushes the plunger up and injection commences

when the top of the plunger covers the inlet and spill ports.
As the plunger moves up, the trapped fuel is delivered
under high pressure through the delivery valve to the
injector until the helical grove on the plunger uncovers the
spill port.

FUEL INJECTION PUMP JERK TYPE

OPERATION - Fuel metering principle.

The fuel pressure above the plunger falls to the suction

pressure through the vertical slot.
The plunger will rise further to complete its stroke but no fuel
will be pumped.
As the lobe of the cam goes past top dead centre, the spring
will cause the plunger to return to the bottom of its stroke.

FUEL INJECTION PUMP JERK TYPE

OPERATION - Fuel metering principle.

D. To vary the amount of fuel injected into the cylinder, the

plunger is rotated by the fuel rack and this causes the helical
groove to uncover the spill port earlier or later depending on
whether less or more fuel is required.
E. To cut off the fuel to stop the engine, the plunger is rotated
by the rack until the vertical slot is in line with the spill port
so no fuel is delivered as the plunger moves up.

FUEL INJECTION PUMP JERK TYPE

OPERATION - Fuel metering principle.

FUEL INJECTION PUMP

UNIT INJECTOR

FUEL INJECTION PUMP UNIT INJECTOR

Unit injector is a single unit which
combines all the necessary
components to provide complete
and independent fuel injection to
each cylinder.
Unit injectors have the advantage
that there are no high pressure
fuel lines and the continuous
flow of fuel keeps the injector
components cool and preventing
vapour pockets from forming.

FUEL INJECTION PUMP UNIT INJECTOR

The unit injector performs four functions:
Creates the high fuel pressure needed for efficient fuel
injection
Meters and injects an accurate amount of fuel
Atomises the fuel to assist mixture with air in the
combustion chamber
Times the injection of fuel into the combustion chamber

FUEL INJECTION PUMP UNIT INJECTOR

FUEL INJECTION PUMP UNIT INJECTOR

The basic operation can be described as a sequence of
four separate phases: the filling phase, the spill phase, the
injection phase, and the pressure reduction phase.
A low pressure fuel delivery pump supplies filtered diesel
fuel into the cylinder head fuel ducts, and into each injector
fuel port of constant stroke pump plunger injector, which is
overhead camshaft operated.

FUEL INJECTION PUMP UNIT INJECTOR

Fill phase
The constant stroke pump element on the way up draws fuel
from the supply duct in to the chamber, and as long as
electric solenoid valve remains de-energized fuel line is
open.
Spill phase
The pump element is on the way down, and as long as
solenoid valve remains de-energized the fuel line is open and
fuel flows in through into the return duct.

FUEL INJECTION PUMP UNIT INJECTOR

Injection phase
The pump element is still on the way down, the solenoid is now
energized and fuel line is now closed. The fuel can not pass
back into return duct, and is now compressed by the plunger
until pressure exceeds specific "opening" pressure, and the
injector nozzle needle lifts, allowing fuel to be injected into the
combustion chamber.
Pressure reduction phase
The plunger is still on its way down, the engine ECU deenergizes the solenoid when required quantity of fuel is
delivered, the fuel valve opens, fuel can flow back into return
duct, causing pressure drop, which in turn causes the injector
nozzle needle to shut, hence no more fuel is injected.

FUEL INJECTION PUMP UNIT INJECTOR

The start of an injection is controlled by the solenoid closing
point, and the injected fuel quantity is determined by the
closing time, which is the length of time the solenoid remains
closed. The solenoid operation is fully controlled by the engine
ECU.
The use of electronic control allows for special functions; such
as temperature controlled injection timing, cylinder balancing
(smooth idle), switching off individual cylinders under part
load for further reduction in emissions and fuel consumption,
and multi-pulse injection (more than one injection occurrence
during one engine cycle).

FUEL INJECTION PUMP

DISTRIBUTOR TYPE

FUEL INJECTION PUMP DISTRIBUTOR TYPE

The distributor pump incorporates a single pumping
element and automatic metering system.
This make it unnecessary to calibrate and balance a number
of pumping elements which is the case of multi-element
pumps.
The main components of the distributor pump are:
Internal transfer pump
Metering valve
Governor
Rotor and cam ring assembly (pumping element)
Timing advance mechanism
Maximum fuel delivery adjustment

FUEL INJECTION PUMP DISTRIBUTOR TYPE

FUEL INJECTION PUMP DISTRIBUTOR TYPE

Opposed plunger type

A. Charge phase.

B. Injection phase.

FUEL INJECTION PUMP DISTRIBUTOR TYPE

Rotating plunger

FUEL INJECTORS

FUEL INJECTORS
Fuel is delivered to the injectors via
thick walled high pressure steel
pipes.
Injector pipes are of equal volume
/ length to ensure accuracy of
timing between cylinders.
Each injector is fitted in the
cylinder head above each
combustion chamber.
Each injector sprays atomized fuel
in to the combustion chamber to
insure complete combustion.

FUEL INJECTOR
1. Leak off port
2. Leak off cap
3. Injector Spring

10. Spray Holes

11. Nozzle Tip
12. Needle and Nozzle seat

4. Lower spring plate

13. Needle Valve

5. Clamping Flange

14. One of 3 feed holes

6. Nozzle Holder
7. Fuel Gallery
8. Tapered needle shoulder
9. Nozzle Body

15. Supply Hole

16. Spindle
17. Inlet Port
18. Spring cap adjustment nut

FUEL INJECTOR
Nozzle holder or body - A nozzle holder forms the body of the
injector. It is fitted with a flange to secure it to the cylinder
head. It has drilled passages for the fuel to flow to the valve
and for the leak off from the valve stem.
Spring and adjustment screw - The valve is held on its seat by
a spring operating on a steel spindle. The compression of the
spring can be adjusted by a screw and a locknut so that the
valve opens at the recommended pressure.
Cap nut - A cap nut is screwed onto the top of the nozzle
holder to enclose the adjustment screw and to seal the unit.

FUEL INJECTOR - OPERATION

The fuel injector pump delivers a set amount of fuel under
pressure to the fuel injector.
The pressure causes the valve to open against the spring and
the fuel to spray into the cylinder.
When the helix on the plunger of the fuel injector pump
uncovers the spill port, the pressure of the fuel drops quickly
and the spring in the fuel injector causes the valve to shut.
The delivery valve in the fuel pump also closes and fuel is
maintained in the injector pipe.
The needle valve is a neat fit in the nozzle and fuel flows
through the small clearance to lubricate it. This fuel is called
leak off and is returned to the fuel tank.

FUEL INJECTOR

FUEL INJECTOR
Better atomization
of fuel, better
efficiency, better
fuel economy,
better power and
throttle response.

FUEL INJECTOR SPRAY NOZZLES

FUEL INJECTOR SPRAY NOZZLES

The single and multi-hole spray nozzles are similar in that
when the needle valve opens, the fuel is directed through
one hole in the case of the single spray nozzle or through
multi holes at any angle in the case of the multi-hole nozzle.
The pintle and pintaux are also similar.
A pintle on the valve projects past the valve seat and slightly
past the end of the nozzle.
There is a slight but exact clearance between the pintle and
the injection hole.
The pintle size and shape can be varied so as to meet any
spray pattern requirement.

FUEL INJECTOR SPRAY NOZZLES

The pintle prevents the formation of carbon deposits in the
injection hole.
Pintle nozzles are used in engines with adequate air
turbulence such as pre-combustion chambers or turbulence
chambers.
When the fuel pressure opens the valve, the pintle causes a
conical spray pattern. It also allows a relatively small
proportion of the fuel to be injected as the valve starts to
open, followed by the bulk of the fuel thereby slowing down
the pressure rise in the cylinder bringing about smoother
combustion and engine running.
The pintaux differs in that it has a hole at an angle where fuel
sprays out separately from the conical pattern for pilot
injection.

FUEL INJECTOR SPRAY FORMATION

The fuel issues from the orifice in the form of a liquid stream.
The liquid stream upon entering the combustion chamber
and on encountering the high pressure air is rapidly
decelerated and atomized into droplets of different sizes.
It is difficult to predict the shape of fuel spray as the air is
highly turbulent and combustion starts before the injection is
completed.
Spray formation under quiescent condition at different
pressures indicate that as the pressure of injection increases,
spray becomes finer.

FUEL INJECTOR SPRAY FORMATION

Low Pressure

High Pressure

At low pressure, single droplets

are formed.
Drops gradually merge into a
stream as the upstream pressure
is increased.
Further increase in pressure
causes the stream to break into a
spray. The distance from the
orifice where this event occurs is
called as the break up distance.
With increase in pressure, the
break up distance decreases and
the spray cone angle increases.

FUEL INJECTOR SPRAY FORMATION

As the pressure increases further,
the cone angle increases and
finally the apex of the cone
practically coincided with the
orifice.
Heavy fuel requires greater
pressure difference to reach this
stage than light fuels.
The spray pattern depends on the
type of nozzle used.
Good Spray

Unsatisfactory

SPEED GOVERNING

ENGINE SPEED GOVERNING - TYPES

1. Maximum speed governor
Limits the maximum speed.
2. Minimum and maximum speed governors
This type is mainly used in automobiles. The idle and
maximum speed are governed and not the range in between
where the quantity of fuel injected is controlled by the
accelerator pedal.
3. Variable speed governors
Governs both minimum and maximum speed in addition to
the range in between.

ENGINE SPEED GOVERNING - TYPES

The type of governor used on diesel engines is dependent upon
the application required.
The six basic types of governors are as follows,
1. Mechanical centrifugal flyweight style that relies on a set of
rotating flyweights and control spring; used since the
inception of the diesel engine to control its speed.
2. Power- assisted servo mechanical style that operates similar
to the mechanical centrifugal fly weight but uses engine oil
under pressure to remove the operating linkage.
3. Hydraulic governor that relies on the movement of a pilot
valve plunger to control pressurized oil flow to a power
piston, which, in turn, moves the fuel control mechanism.

ENGINE SPEED GOVERNING - TYPES

4. Pneumatic governor that is responsive to the airflow
(vacuum) in the intake manifold of an engine. A diaphragm
within the governor housing is connected to the fuel control
linkage that changes its setting with increases or
decreases in the vacuum.
5. Electromechanical governor uses a magnetic speed pickup
sensor on an engine-driven component to monitor the rpm
of the engine. The sensor sends a voltage signal to an
electronic control unit that controls the current flow to a
mechanical actuator connected to the fuel linkage.

ENGINE SPEED GOVERNING - TYPES

6. Electronic governor uses magnetic speed sensor to
monitor the rpm of the engine. The sensor continuously
feeds information back to the ECM (Electronic Control
Module) . The ECM then computes all the information sent
from all other engine sensors, such as the throttle
position sensor, turbocharger-boost sensor, engine
oil pressure and temperature sensor, engine coolant sensor,
and fuel temperature to limit engine
For more information on Governors,
http://constructionmanuals.tpub.com/14264/css/14264_164.htm
&
http://what-when-how.com/automobile/governor-automobile/

ENGINE SPEED GOVERNING

The quantity of fuel injected which decides the speed of
operation and power output of an engine is regulated by
mechanical or pneumatic governors.
The governor operates the control rack of the fuel injection
pump.
Mechanical governors of Centrifugal type are very common.
For inline fuel injection pumps, pneumatic governors are also
used.
Engines used for automotive applications belongs to the
variable speed type. They also use governors.

ENGINE SPEED GOVERNING - WORKING

By means of the accelerator pedal, the driver sets a desired
speed through the speed control lever of the injector pump
assembly.
The task of the governor is to vary the fuel delivery of the
injection system so that the set speed is reached and
maintained within a narrow range of speed. Therefore, the
fuel delivery is varied until the set speed and the actual
speed are equal.
If the vehicle is subjected to a variation in load, there is a
drop in engine speed . However, within the control range, the
governor now changes fuel delivery and the set engine speed
is again reached.

COMMON RAIL FUEL INJECTION

SYSTEM

DEMAND ON MODERN DIESEL ENGINE

Low fuel consumption
Low pollutant emissions
Quiet running engines
Improved engine performance

COMMON RAIL FUEL INJECTION SYSTEM FUNCTION

Generate the high pressure needed for fuel injection
and distribute the fuel to the individual cylinders.
Inject correct amount of fuel at exactly the right
moment of time.
In contrast to other injection systems, common rail fuel
injection system is an accumulator injection system.

ADVANTAGES OF CRDI SYSTEM

More power is developed
Increased fuel efficiency
More stability
Pollutants are reduced
Particulates of exhaust are reduced
Exhaust gas recirculation is enhanced
Precise injection timing is obtained
Pilot and post injection increase the combustion quality
The powerful microcomputer makes the whole system
more perfect

CRDI SYSTEM Typical Layout & Working

A-Primary Filter,
B-Final Filter,
C-Diagnostic Port,
D-Transfer Pump,
E-High Pressure
Pump,
F-Overflow Valve,
G-Common Rail,
H-Relief Valve,
I-Fuel Return Line,
J-Electronic Injector,
L-Flow Limiter,
M-Control Valves,
N-Check Valves,
O-Hand Primer
Pump,
P-Transfer PumpOut, and
Q-Transfer Pump-In.

CRDI SYSTEM - Working

Fuel is drawn from the vented fuel tank and through the
fuel / water separator filter, and then through the primary
fuel filter (A) by the fuel transfer pump (D).
A pressure relief valve on the final filter allows fuel to bypass
the final filter if the filter becomes plugged.
Bypass fuel is directed back to the tank to prevent both filter
rupture and unfiltered fuel from entering the high pressure
fuel system.
Check valves (N) are used to prevent fuel from draining out
of the fuel filter and the high pressure fuel pump when the
engine is not running.

CRDI SYSTEM - Working

The fuel exits the final filter and flows to the high pressure
fuel pump (E).
The high pressure fuel pump begins raising the pressure of
the fuel to prepare for injection.
Pump control valves (M) control when fuel enters the pump.
These valves are controlled by the engines computer (ECU).
When the necessary volume of fuel is in the pumping
chamber to maintain the correct fuel pressure in the high
pressure common rail (HPCR) (G), the ECU shut the valves.
When the fuel pressure in the pump exceeds the delivery
valve opening pressure, the high pressure fuel is allowed into
the HPCR which is evenly distributed to all the injectors (J).

CRDI SYSTEM - Working

The HPCR uses flow limiters (L) to maintain a constant
pressure to the injectors.
The ECU sends a signal to the two-way valve, inside the
injector body to control the volume of fuel, the timing of
delivery, and the rate of delivery for each injector.
Excess fuel from the nozzles travels through the fuel rail
return line.
A pressure relief valve (H) allows excess fuel in the HPCR to
flow into the low-pressure fuel rail return line (I).
An overflow valve (F) on the high pressure fuel pump will
also release excess fuel into the fuel rail return line and back
to the tank.

CRDI SYSTEM - Working

The fuel transfer pump is mounted on the high pressure fuel
pump and is driven by the pump camshaft.
The transfer pump draws fuel from the fuel tank, through
the primary filter, and into the transfer pump inlet (Q).
Fuel is then pressurized, exits the transfer pump (P), and
travels to the final filter.
The hand primer (O) is provided for bleeding air from the
fuel system.
The final filter is a 2-micron filter.
Fuel enters the final filter at the fuel inlet, and flows through
the filter element, and exits through the outlet to the high
pressure fuel pump.

EXAMPLES OF COMMON CRDI SYSTEM

Different manufactures design systems with different
component layout and specific functions. However, all these
designs operate in a similar way.
BOSCH
Generation 1: up to 1350 bar (Unijet)
Generation 2: up to 1600 bar (EDC 16)
Generation 3: up to 2000 bar
DENSO
1st Generation: up to 1450 bar (ECD U2P)
2nd Generation: up to 1800 bar (HP3/HP4)
DELPHI
Multec: up to 2000 bar
Direct acting diesel common rail system: up to 2000 bar

CRDI SYSTEM (DELPHI)

CRDI SYSTEM
HIGH PRESSURE PIPE

High
Pressure
Pipe

Transports fuel at high pressure between pump and rail, rail and
injectors, resistant to pressure changes and totally sealed from
the outside world

CRDI SYSTEM
HIGH PRESSURE PUMP

The pump generates the high pressure. This then accumulates in

the injection rail and is redistributed to the injectors via the HP
pipe.

CRDI SYSTEM
FILTER

Due to high injection pressures and small nozzle size of the

Common Rail system, the cleanliness of the fuel is of greater
importance. The fuel filter traps particles down to as little as 2
microns.

CRDI SYSTEM
GLOW PLUGS

CYLINDER

Glow Plugs are critical to the smooth, efficient starting of diesel

engines. They ensure sound cold engine performance and
emission control.

CRDI SYSTEM
INJECTORS

The injector is a vital component within the system, regulating

the exact amount of fuel delivered into the combustion chamber.
The precise opening and closing of the injectors is electronically
controlled by electrovalves that are installed in each nozzle
holder body.

CRDI SYSTEM
INLET METERING VALVE

The inlet metering valve, (IMV) is used to control the pressure in

the rail. The IMV receives a signal from the DCU which regulates
the amount of fuel delivered to the high pressure chamber in the
pump, thereby providing rail pressure control.

COMMON RAIL SYSTEMS

Detailed study of different circuits and
individual components

COMMON RAIL SYSTEMS

1. Low Pressure Circuit
2. High Pressure Circuit
3. ECU and Sensors
4. Fuel Leak back and Return Circuit

COMMON RAIL Low pressure circuit

Comprises of:
Fuel tank, Pre-supply pump, Fuel filter and the respective
connection lines.
The low pressure circuit is responsible for transporting the
fuel to the high pressure circuit

COMMON RAIL-High Pressure Circuit

It is the responsibility of the high pressure circuit to
generate a constant unvarying high pressure in the high
pressure accumulator (the rail) and to inject the fuel
through the injectors into the combustion chambers.

COMMON RAIL-High Pressure Circuit

Comprises of:
High pressure pump with pressure control valve
High pressure accumulator (Rail) with the rail pressure
sensor
The respective high pressure connection lines and
Injectors

COMMON RAIL ECU and SENSORS

The common rail ECU evaluates the signals from the
following sensors.
Crankshaft speed sensor, Camshaft sensor, Accelerator
pedal travel sensor, Boost pressure sensor, Air temperature
sensor, Air mass meter and Rail pressure sensor.

COMMON RAIL ECU and SENSORS

The sensor are responsible for measuring important physical
quantities.
The ECU calculates injected fuel quantity, start of injection,
duration of injection, and rate of discharge curve, as well
supervises the correct functioning of the injection system as
a whole.

PRE SUPPLY PUMP

Transports fuel from the fuel tank to the high pressure
pump.
An electric fuel pump is used for this purpose in the CRFIS.
When the electric fuel pump is switched off, the supply of
fuel is interrupted and the engine stops.

PRE SUPPLY PUMP

The electric fuel pump comprises of:
1.Electric Motor
2.Roller-Cell Pump
3.Non Return Valve

PRE SUPPLY PUMP

The roller cell is driven by an electric motor.

Its rotor is mounted eccentrically and provided with slots in
which movable rollers are free to travel.
The rollers are forced against the base plate by rotation and
by fuel pressure .
The fuel is transported to the outlet openings on the pumps
pressure side.

PRE SUPPLY PUMP Types

Gear type fuel pump
The drive gear wheel is
driven by the engine .
Delivery quantity is directly
proportional to engine
speed.
Shut off is by means of an
electromagnet.

HIGH- PRESSURE PUMP

The pump plunger moves downwards
The inlet valve opens
The fuel is drawn in to the pumping element
chamber (suction stroke)

HIGH- PRESSURE PUMP

At BDC, the inlet valve closes
The fuel in the chamber can be compressed by the
upward moving plunger.

HIGH- PRESSURE PUMP

An electromagnet is
used for pumping
element switch-off.

HIGH- PRESSURE ACCUMULATOR (RAIL)

The fuel rail feeds each injector.
It is made sufficiently large that the internal pressure is
relatively unaffected by fuel being released from the
injectors.
The rail is fitted with a fuel pressure sensor.
To guard against dangerously high fuel pressure, a fuel
pressure relief valve is also fitted.

HIGH- PRESSURE ACCUMULATOR (RAIL)

Rail is a forged-steel tube.
ID is approx.. 10mm
Length is between 280 and 600mm
The volume must be as small as possible, as large as
necessary

PRESSURE-CONTROL VALVE (DRV)

Responsible for
maintaining the
pressure in the rail at
a constant level.

RAIL-PRESSURE SENSOR (RPS)

Measures the pressure in the rail and send the information
to the ECU
RPS should provide extremely precise measured values.
RPS is mounted directly on the rail.

INJECTOR

a Resting position
b Injector opens
c Injector closes
1 Fuel-return
2 Solenoid coil
3 Overstroke spring
4 Solenoid armature
5 Valve ball
6 Valve-control
Chamber
7 Nozzle spring
8 Pressure shoulder
of nozzle needle
9 Chamber volume
10 Injection orifice
11 Solenoid-valve
spring
12 Outlet restrictor
13 High-pressure
connection
14 Inlet restrictor
15 Valve plunger
(control plunger)

INJECTOR
Injects exactly the correct amount of fuel in to the
combustion chamber at precisely the right moment in time
The injector is equipped with:
Electromagnetic servo valve
Nozzle
Valve control chamber
Return line

INJECTOR
The essential forces for correct functioning are:
Nozzle-spring force
Valve spring force
Electromagnet force
Force due to the pressure in the valve-control chamber
Force due to the pressure in the nozzle needle

ECU WITH SENSORS

Common Rail is an EDC controlled injection system
The ECU controls & monitors the complete injection
process
The sensors delivers all the measured values which are
required in the process

ALL THE BEST