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COMMON RAIL DIESEL INJECTION
INTRODUCTION
Diesels known for their power handling capabilities acquired the title workhorse
engines. Diesels may reside in heavy-duty trucks, buses, tractors, and trains, not to mention
large ships, bulldozers, cranes, and other construction equipment. Gasoline engines might
dwell in the typical passenger vehicle, lawn equipment and recreational vehicles.
There are basically 2 types of popular engines used in the world today:
1. Petrol engines
2. Diesel engines
Petrol fuel is injected as an air/fuel mixture into the combustion chamber and ignited
by the spark from spark plugs. Diesel fuel is pressurized and injected into the combustion
chamber through a fuel injector nozzle, just when the air in the chamber has been subjected
to high pressure that it is hot enough to ignite the fuel spontaneously.
Traditional fuel injection systems for diesel engines are designed with the objective to
secure acceptable fuel spray characteristics during the combustion process at all load
conditions. Incorrect injection causes reduced efficiency and increased emission of harmful
species.. Among the advantages claimed with respect to the common rail concept are
injection rate shaping, variable timing and duration of the injection, in addition to variable
injection pressure, enabling high injection pressure even at low engine loads. Medium speed
diesel engines are different from the automotive diesel engines, especially in that the majority
of them operate at constant load and speed most of the time, and the advantages of the
more complicated common rail system may not be justified. The common rail injection
system is not capable of supplying all possible rate shapes, and rate shaping is mostly
restricted to delivering a pre injection prior to the main injection. When the rate of injection is
the key to an effective combustion process, it is vital to determine how the 4 rate of injection
from the common rail system compares to the rate of injection from a traditional injection
system.
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STRUCTURE OF COMMON RAIL DIRECT INJECTION SYSTEM
The Common Rail Direct Diesel Injection system consists of the following parts:
Injection nozzle:
Injects fuel into the combustion chamber (for direct injection) or pre-combustion (for
indirect injection).
Fuel Supply Pump:
The fuel supply pump in low pressure stage is responsible for maintaining an
adequate supply of fuel to the high pressure components. This applies:
1. Irrespective of operating state.
2. With a minimum of noise.
3. at necessary pressure.
4. Throughout the vehicle’s service life.
The fuel supply pump draws fuel out of the fuel tank and conveys it continuously in the
required quantity to the high pressure fuel injection installation. Many pumps leed themselves
automatically so that starting is possible even when
fuel tank has run dry.
There are three designs:
1. electric fuel pump
2. Mechanically driven gear pump
3. Tandem fuel pumps.
In axial-piston and radial-piston distributor pumps, a vane type supply pump is used as
pre-supply pump and is integrated directly in the fuel injection pump.
Fuel Filter:
The service life design of the fuel injection system depends on a specific
minimum purity of the fuel. Functions of fuel filter are:
1. Particulate filtration:.
2. Water Separation:
Two filters can also be fitted in parallel, resulting in greater particulate storage
capacity. Connecting the filter in series produces a higher filtration efficiency. Pre-filter
is fitted on the suction or pressure side if requirements are particularly high with a filter
fineness matched to the main filter.
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The Rail of Common Rail Injection
System:
The common rail is a modular system, and can
therefore be easily adapted for different engines.
Besides acting as fuel accumulator, the fuel rail also
distributes fuel to the injectors. The function of the high
pressure accumulator is to maintain the fuel at high
pressure. In so doing accumulator volume has to dampen pressure fluctuations caused by
fuel pulses delivered by the fuel pump and the fuel injection cycles. This ensures that, when
the injector opens the injection pressure remains constant.
High-pressure Line:
In common rail systems, they serve as the connection between the high pressure
pump and the rail and from rail to the injector. The pipe is made of steel as it has to withstand
high pressures. The following types of fittings are used:
1. Sealing cone and union nut
2. Heavy duty insert fittings
3. Perpendicular connection fittings.
The high pressure fuel lines must withstand the systems maximum pressure as well as
pressure variations that can attain very high fluctuations. The lines are seamless precision
made steel tubing in killed cast steel which has particularly consistent microstructure.
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Mechanically controlled fuel injection pumps:
In-line Fuel Injection pumps have the same number of plungers as cylinders in the
engine. They have been around the longest and include Camshaft-Less (PFR) types.
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High-pressure stage of the radial-piston distributor injection pump:
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The radial-piston high-pressure pump is driven directly by the distributor
Pump driveshaft.
The main pump components are
the cam ring
the roller supports
rollers
the delivery plungers
the drive plate
the front section (head) of the distributor shaft
The drive shaft drives the drive plate by means of radially positioned guide
slots. The guide slots simultaneously act as the locating slots for the roller
supports. The roller supports and the rollers held by They run around the
inner cam profile of the cam ring that surrounds the drive shaft. The number
of cams corresponds to the number of cylinders in the engine. The drive plate drives the
distributor shaft. The head of the distributor shaft holds the delivery lungers which are aligned
radially to the drive-shaft axis (hence the name “radial-piston high-pressure pump”). The delivery
plungers rest against the roller supports. As the roller supports are forced outwards by centrifugal
force, the delivery plungers follow the profile of the cam ring and describe a cyclical reciprocating
motion.
Injector:
A fuel injector is nothing but an electronically
controlled valve. It is supplied with pressurized fuel
by the fuel pump in your car, and it is capable of
opening and closing many times per second.
Different types of injectors are
Solenoid Valve Injector:
When the injector is energized, an
electromagnet moves a plunger that opens the valve,
allowing the pressurized fuel to squirt out through a
tiny nozzle. The nozzle is designed to atomize the fuel
to make as fine am mist as possible so that it can burn
easily.
Piezo-Inline Injector:
The nozzle needle on piezo-inline injector is
controlled indirectly by servo valve. The required injected
fuel quantity is then controlled by the valve triggering
period. The nozzle is kept closed by the rail pressure
exerted in the control chamber. When the piezo actuator is triggered, the serve valve opens and
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closes the bypass passage. The amount of fuel supplied to the engine is determined by the
amount of time the fuel injector stays open. This is called the pulse width, and it is controlled by
the ECU.
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A separate data network links the engine management system with the generator and
the glow control unit, which lies at the heart of an innovative quick-start low system. This
shortens the preheating time for the engine to just a moment, so hat the diesel is now also
the equal of a petrol engine in this respect.
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COMMON RAIL INJECTION SYSTEM
While the Japanese are leading in petrol direct injection technology, Germany's Bosch,
working in conjunction with several European car makers, pioneered Common Rail Direct
Injection for diesel engines.
Compare with petrol, diesel is the
lower quality ingredient of petroleum
family. Diesel particles are larger and
heavier than petrol, thus more
difficult to pulverise. Imperfect
pulverisation leads to more unburnt
particles, hence more pollutant, lower
fuel efficiency and less power.
Common-rail technology is intended
to improve the pulverisation process.
The rail assembly used in CRDi is as shown in figure.
The main components on the rail assembly are:
1. Common pressure accumulator (the “rail”)
2. High pressure regulator (option)
3. Inlet metered high-pressure supply pump with
integrated lift pump
4. Injectors
5. Electronic control unit (ECU)
6. Filter unit
To improve pulverisation, the fuel must be injected at a very high pressure, so high
that normal fuel injectors cannot achieve. In common-rail system, the fuel pressure is
implemented by a strong pump instead of fuel injectors. The high-pressure fuel is fed to
individual fuel injectors via a common rigid pipe (hence the name of "common-rail"). In the
current first generation design, the pipe withstand the pressure as high as 1,350 bar or
20,000 psi. Fuel always remains under such pressure even in stand-by state. Therefore
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whenever the injector (which acts as a valve rather than a pressure generator) opens, the
high-pressure fuel can be injected into combustion chamber quickly. As a result, not only
pulverisation is improved by the higher fuel pressure, but the duration of fuel injection can be
shortened and the timing can be precisely controlled.
Benefited by the precise timing, common-rail injection system can introduce a "post-
combustion", which injects small amount of fuel during the expansion phase thus create a
small scale combustion before the normal combustion takes place.
OPERATING PRINCIPLE
A feed pump delivers the fuel through a filter unit to the high pressure pump through
feed pipe.
The high-pressure pump delivers fuel to the high-pressure accumulator (the rail). The
electronically controlled injectors inject fuel into the combustion chamber when the solenoid
valve is actuated. Because the injection pressure is independent of engine speed and load,
the actual start of injection, the injection pressure, and the duration of injection can be freely
chosen from a wide range.The introduction of pilot injection, which is adjusted depending on
engine needs, results in significant engine noise reduction, together with a reduction in NOx
emissions.
The pressure in the system is controlled by the actuator. The figure shows all the
components in a common rail system for a fully equipped, 4 cylinder, passenger car diesel
engine. Depending on the type of vehicle and its application, some of the components may
not be fitted.
The sensors and setpoint generators are not depicted in their real installation position
to simplify presentation. Exceptions are the exhaust-gas treatment sensors and the rail
pressure sensor as their installation positions are required to understand the system. Data
exchange between the various sections takes place via the CAN bus in the interfaces
suction:
• Starter Motor
• Alternator
• Electronic Immobilizer
• Transmission control
• Traction Control System
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• Electronic Stability Program
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ADVANTAGES
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CONCLUSION
CRDI technology revolutionized diesel engines. It has changed the way one looks as
diesel cars by providing the above said advantages.
REFERENCES:
http/www.crdi.technolog.co.in
www.google.co.in
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