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Prepared By: Amanuel Gebisa

May 2015
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The diesel engine is a type of internal combustion engine;
more specifically, it is a compression ignition engine, in
which the fuel is ignited by being suddenly exposed to the
high temperature and pressure of a compressed gas, rather
than by a separate source of ignition, such as a spark plug,
as is the case in the gasoline engine.
Modern diesel engines are required to be more powerful
and quieter with reduced pollution and minimum fuel
consumption. In the diesel engine sector, tremendous
advances have been made in the past few years to comply
with the above requirements. One of these advancements
is the use of electronics to control the diesel fuel injection

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The system includes the fuel system components and the
electronic control system.
The fuel system components include: the low-pressure
fuel supply system and the high-pressure fuel supply
The electronic control system is divided into three system
1. Sensors; supply the control unit with information
regarding the vehicle's operating condition.
2. Electronic control unit; evaluates these information, and
send signals to actuators in order to control the fuel
3. Actuators; converts electrical signal from ECU in to
mechanical quantity.
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Types of EDC
EDC systems are commonly applicable on:
1. Inline Injection Pumps
2. VE type injection pumps,
3. Common rail accumulator fuel-injection system,
4. Unit injector systems,
5. Unit pump system
6. Hydraulically activated Electronically controlled Unit
Injection (HEUI)
Although these injection systems differ in many
respects, and are installed in a wide variety of
different vehicles, they are all equipped with a similar
form of EDC.
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1.1. Helix and port controlled electronic distributor injection pumps

The positions of the accelerator and the spill ring in the
injection pump are registered by the angle sensors.
Inductive sensors register engine speed and TDC position.
Sensors with high measuring accuracy and long-term
stability are used for pressure and temperature
A sensor which is directly integrated in the nozzle holder
and which detects the start of injection by sensing the
needle movement registers the start of injection.
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The ECU is installed in the passenger compartment to
protect it from external influences.
There are a number of different maps stored in the
ECU, and these come into effect as a function of such
parameters as: Load, engine speed, coolant
temperature, air quantity etc. Exacting demands are
made upon interference immunity. Inputs and
outputs are short circuit-proof and protected against
spurious pulses from the vehicle electrical system.
Protective circuitry and mechanical shielding provide
a high level of EMC (Electro-Magnetic Compatibility)
against outside interference.
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The solenoid actuator engages with the control collar (spill
ring) through a shaft. Similar to the mechanically governed
fuel-injection pump, the cutoff ports (spill ports) are
opened or closed depending upon the spill ring's position.
The injected fuel quantity can be infinitely varied between
zero and maximum (e.g., for cold starting).
Using an angle sensor (e.g., potentiometer), the rotary
actuator's angle of rotation, and thus the position of the
spill ring, are reported back to the ECU and used to
determine the injected fuel quantity as a function of engine
speed. When no voltage is applied to the actuator, its
return springs reduce the injected fuel quantity to zero.
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Distributor injection pump for electronic diesel control
1. Control-collar position sensor, 2. Solenoid actuator for the injected fuel
quantity, 3. Electromagnetic shutoff valve, 4. Delivery plunger, 5. Solenoid valve
for start of injection control, 6. Spill ring.
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The pump interior pressure is dependent upon pump speed. Similar to
the mechanical timing device, this pressure is applied to the timing-
device piston. This pressure on the timing device pressure side is
modulated by a clocked solenoid valve.
With the solenoid valve permanently opened (pressure reduction), start
of injection is retarded, and with it fully closed (pressure increase), start
of injection is advanced. In the intermediate range, the on/off ratio (the
ratio of solenoid valve open to solenoid valve closed) can be infinitely
varied by the ECU.
As a rule, shutoff is by means of the injected fuel quantity actuator
("zero" fuel delivery). On the distributor pump, the redundant electrical
shutoff valve is mounted on the upper side of the pump's distributor
head. When switched on (that is, with the engine running), the solenoid
keeps the inlet port to the high-pressure chamber open (the armature
with sealing cone is pulled in). When switch off takes place using the
"ignition switch", the solenoid winding is de-energized and the sealing
cone is forced back onto its seat by a spring so that the inlet port to the
high-pressure chamber is interrupted.

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1.2. Solenoid-valve-controlled VE pumps
No need of control collar or sleeve
Amount of fuel delivery is controlled by high pressure
solenoid valve located in the hydraulic head.
Injection timing also controlled by timing device solenoid
No need of using fuel cut-off solenoid.
Pump ECU is mounted on the top of the pump
Capable of injection pressure 1,400 bar

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1.2.1. Fuel metering operation
In the de-energized state, the solenoid valve is
held open by a spring.
Pressure cant be developed in the pressure chamber
even the plunger moves up
In the energized state, the electromagnet
overcomes the spring force and the valve will
Pressure will develop, when the plunger moves up

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1.2.2. Injection timing control
Controlled by solenoid valve, with Pulse-Width-
Modulation signal (PWM) from pump ECU.
With energized solenoid, the valve is open
timing will be retarded
With de-energized solenoid, the valve is closed
timing will be advanced

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As with the mechanically (flyweight) governed in-line
fuel-injection pumps, the injected fuel quantity here
is also a function of the control-rack position and the
engine speed.
The control rack is shifted to the desired position by
the linear magnet of the actuator mechanism directly
attached to the pump.
On the control-sleeve in-line pump, an additional
electrical actuator in connection with start-of-
injection control can be used to arbitrarily adjust the
injected fuel quantity and the start of delivery. This
necessitates an extra actuator mechanism (4).
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Inline fuel injection pump with EDC
1. Inline injection pump, 2. Electrical shutoff valve, 3. Control rack
actuator mechanism, 4. Control sleeve actuator, 5. Engine ECU
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With the solenoid de-energized, a spring forces the control rack
to the stop position and thus interrupts the fuel supply. When
the current through the solenoid increases, the solenoid
gradually overcomes the force of the spring and control-rack
travel increases so that more fuel is injected.
This means that the level of current permits the continuous
adjustment of control rack travel between zero and maximum
delivery quantity (PWM signal = pulse-width modulated signal).
The corresponding pump characteristic map is programmed into
the ECU. Using this map, and depending on engine speed, the
control rack travel appropriate to the desired fuel quantity is
Using a sensor (rack-travel sensor), the position control in the
ECU registers the actual control-rack setting so that the system
deviation can be calculated. This enables the position control to
quickly and accurately corrects the rack setting.

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The major components of the common rail

system are:
1. Low pressure fuel supply components
2. A high pressure pump with pressure control valve
3. A rail which contains a pressurized reserve of fuel
4. EDC, which controls mainly the rail pressure,
timing of injection and duration of injection.

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Common Rail Accumulator injection system
1. Air-mass meter, 2 ECU, 3. High-pressure pump, 4 High-pressure accumulator (rail),.
5. Injector. 6. Crankshaft-speed sensor, 7. Coolant-temperature sensor, 8..Fuel filter,
Accelerator-pedal sensor, 21
The fuel system in a "Common Rail" fuel-injection system
comprises a low-pressure stage for the low-pressure
delivery of fuel, a high-pressure stage for the high-pressure
delivery, and the ECU (11).
Fuel system for a Common
Rail fuel-injection system
1. Fuel tank, 2. Pre-filter.
3. Pre-supply pump,
4. Fuel filter.
5 Low-pressure fuel lines.
6. High-pressure pump.
7. High-pressure fuel lines,
8. Rail.
9. Injector,
10. Fuel-return line.
ECU. 22
The low-pressure stage
provides enough fuel for the
high-pressure section.
The pre-supply pump is either
an electric fuel pump with pre-
filter, or a gear-type fuel pump.
The pump draws the fuel from
the fuel tank and continually
delivers the required quantity
of fuel in the direction of the
high-pressure pump. Electric
fuel pumps are available as in-
line or in-tank versions.
Low pressure stage
1 Fuel tank, 2 Prefilter, 3 Pre-supply pump,
4 Fuel filter, 5 Low-pressure fuel lines,
6 Low-pressure stage of high-pressure
05-Dec-15 pump, 7 Fuel return line, 8 ECU. 23
High-pressure pump (1)
The high-pressure pump is the interface between the low pressure and the high-pressure
stages. The high-pressure pump pressurizes the fuel to a system pressure of up to 1,350
bars. This pressurized fuel then passes through a high-pressure line and into the tubular
high-pressure fuel accumulator (rail).

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Components of High pressure delivery system
- High-pressure pump (1) with element shutoff valve (2) and pressure-control valve
(3), High-pressure accumulator (5, rail), - Rail-pressure sensor (6), Pressure-limiter
valve (7), Flow limiter (8) and Injectors (9).
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The high-pressure pump continually generates the system
pressure as needed in the high-pressure accumulator (rail). This
means therefore, that in contrast to conventional systems, the
fuel does not have to be specially compressed for each individual
injection process.
The high-pressure pump is installed preferably at the same point
on the diesel engine as a conventional distributor pump. It is
driven by the engine (at half engine speed, but max. 3000 min-1)
through a coupling, gearwheel, chain, or toothed belt, and
lubricated by the diesel fuel which it pumps.
Depending on available space, a pressure-control valve is
installed directly on the high-pressure pump or remote from it.
Inside the high-pressure pump, the fuel is compressed with
three radially arranged pump pistons which are at an angle of
120 to each other. Since three delivery strokes take place for
every revolution, only low peak drive torques is generated so
that the stress on the pump drive remains uniform.

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Radially arranged pump pistons
1 Driveshaft, 2 Eccentric cam, 3 Pumping element with
pump piston, 4 Inlet valve, 5 Outlet valve. 6 Inlet.

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When one of the pumping elements is switched off, this
leads to a reduction of the amount of fuel which is pumped
into the rail. Switch-off involves the suction valve remaining
open permanently. When the solenoid valve of the
pumping-element switch off is triggered, a pin attached to
its armature continually holds the inlet valve open. The
result is that the fuel drawn into this pumping element
cannot be compressed during the delivery stroke. No
pressure is generated in the element chamber since the
fuel flows back into the low-pressure passage again. With
one of its pumping elements switched off when less power
is needed, the high-pressure pump no longer delivers the
fuel continuously but rather with brief interruptions in
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The pressure-control valve sets the correct pressure in the rail as
a function of engine loading, and maintains it at this level.
If the rail pressure is excessive, the pressure-control valve opens and
a portion of the fuel returns from the rail to the fuel tank via a
collector line.
If the rail pressure is too low, the pressure-control valve closes and
seals off the high-pressure stage from the low-pressure stage.
The pressure-control valve is provided with a mounting flange
for attachment to the high-pressure pump or to the high-
pressure accumulator (rail).
In order to seal off the high-pressure and low-pressure stages
from each other, the armature forces a ball against the seal seat.
There are two forces acting upon the armature. Firstly it is
pushed down by a spring, and secondly a force is exerted on it
by an electromagnet. For lubrication and heat-dissipation, the
complete armature assembly is permanently surrounded by
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Pressure-control valve
1 Valve ball, 2 Armature, 3 Electromagnet, 4 Spring, 5 Electrical connection.
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Even after an injector has taken fuel from the rail in order to inject it, the
fuel pressure inside the rail remains practically constant. This is due to
the accumulator effect arising from the fuel's inherent elasticity. Fuel
pressure is measured by the rail-pressure sensor and maintained at the
desired level by the pressure-control valve. It is the job of the pressure-
limiter valve to limit the fuel pressure in the rail to maximum 1,500 bars.
The highly pressurized fuel is directed from the rail to the injectors by a
flow limiter, which prevents excess fuel reaching the combustion

Components of high-pressure accumulator (rail)

1 Rail, 2 Inlet from the high-pressure pump, 3 Rail-pressure sensor, 4 Pressure-limiter
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valve, 5 Return from the rail to the fuel tank, 6 Flow limiter. 7 Line to the injector.
In order to output a voltage signal to the ECU which
corresponds to the applied pressure, the rail-pressure sensor
must measure the instantaneous pressure in the rail
With adequate accuracy, and
As quickly as possible
The rail-pressure sensor comprises the following components:
An integrated sensor element welded to the pressure fitting,
A printed-circuit board with electrical evaluation circuit, and
A sensor housing with electrical plug in connection.
The fuel flows to the rail-pressure sensor through an opening in
the rail, the end of which is sealed off by the sensor diaphragm.
Pressurized fuel reaches the sensor's diaphragm through a blind
hole. The sensor element (semiconductor device) for converting
the pressure to an electric signal is mounted on this diaphragm.
The signal generated by the sensor is inputted to an evaluation
circuit which amplifies the measuring signal and sends it to the
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Rail-pressure sensor (schematic) 1 Electric connections, 2 Evaluation circuit, 3
Diaphragm with sensor element, 4 High-pressure connection,
5 Mounting thread.

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The rail-pressure sensor operates as follows:
When the diaphragm's shape changes, the electrical resistance
of the layers attached to the diaphragm also change. The change
in shape (approx. 1 mm at 1500 bar) which results from the
buildup of system pressure changes the electrical resistance
and causes a voltage change across the 5 V resistance bridge.
This voltage change is in the range 0...70 mV (depending upon
the applied pressure) and is amplified by the evaluation circuit
to 0.5...4.5 V.
The pressure limiter valve has the same job as an overpressure
valve. In case of excessive pressure, the pressure limiter valve
limits the rail pressure by opening an escape passage.
The pressure-limiter valve is a mechanical device comprising the
following components:
Housing with external thread for screwing to the rail,
A connection to the fuel-tank return line,
A movable plunger, and
A spring.
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Pressure limiter valve
1 High-pressure connection, 2
Valve,3 Flow passages. 4
Plunger, 5 Spring. 6 Stop, 7
Valve body. 8 Fuel return.

At the connection end to the rail, the housing is provided with a

passage which is closed by the cone-shaped end of the plunger
coming up against the sealing seat inside the housing. At
normal operating pressures (up to 1350 bar), a spring forces the
plunger against the seat and the rail remains closed. As soon as
the maximum system pressure is exceeded, the plunger is
forced up by the rail pressure against the force of the spring.
The fuel under high pressure can now escape, whereby it flows
through passages into the plunger's interior from where it is led
through a collector line back to the fuel tank. When the valve
opens, fuel leaves the rail so that the rail pressure drops.
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It is the job of the flow limiter to prevent
continuous injection in the very unlikely case
that one of the injectors remains open
permanently. To comply with this task, as soon
as the amount of fuel leaving the rail exceeds
a defined level, the flow limiter closes the line
to the injector in question.

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The nozzles of these injectors open when the solenoid valve is
triggered and permit the flow of fuel. They inject the fuel
directly into the engine's combustion chamber.
The excess fuel which was needed for opening the injector
nozzles flows back to the tank through a collector line. The
return fuel from the pressure-control valve and from the low-
pressure stage is also led into this collector line together with
the fuel used to lubricate the high pressure pump.
The start of injection and the injected fuel quantity are adjusted
by electrically triggered injectors. These injectors supersede the
nozzle-and-holder assembly (nozzle and nozzle-holder).
Similar to the already existing nozzle holder assemblies in direct-
injection (DI) diesel engines, clamps are preferably used for
installing the injectors in the cylinder head. This means that the
Common Rail injectors can be installed in already existing DI
diesel engines without major modifications to the cylinder head.

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In the at-rest state, the solenoid valve is not
energized and is therefore closed (Fig. a).
With the bleed orifice closed, the valve spring
forces the armature's ball onto the bleed-orifice
seat. The rail's high pressure builds up in the valve
control chamber, and the same pressure is also
present in the nozzle's chamber volume. The rail
pressure applied at the control plunger's end face,
together with the force of the nozzle spring,
maintain the nozzle in the closed position against
the opening forces applied to its pressure stage.
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Common Rail Injectors
a) Injector closed
b) Injector opened (injection)
1. Fuel return, 2. Electrical
connection, 3. Triggering
element (solenoid valve), 4.
Fuel inlet(high pressure)from
the rail, 5. Valve ball, 6.Bleed
orifice, 7. Feed orifice,8.Valve
control chamber, 9. Valve
control plunger, 10. Feed
passage for the nozzle,
11. Nozzle needle

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The ECU evaluates the signals it receives from the external sensors and
limits them to the permissible voltage level. From this input data, and
from stored characteristic maps, the ECU microprocessors calculate the
injection times and the instants of injection, and convert these times to
signal characteristics which are adapted to the movements of the engine
pistons and crankshaft. The specified accuracy and the engine's high
dynamic response demands high levels of computing power.
The output signals from the ECU microprocessors are used to trigger
driver stages which provide adequate power for switching the actuators
for rail pressure control and element switch-off. In addition, actuators
for engine function are triggered (e.g. EGR actuator, boost pressure
actuator, and the relay for the electric fuel pump), as well as those for
further auxiliary functions such as blower relay, auxiliary-heater relay,
glow relay, air-conditioner). The driver stages are proof against short-
circuit and destruction due to brief electrical overloading. Errors of this
type, and open circuit or unplugged lines, are reported to the
microprocessor. Diagnosis functions in the injector driver stages detect
faulty signal characteristics, and in addition a number of the output
signals are transferred via interfaces for use in other systems in the
vehicle. And within the framework of a special safety concept, the ECU
monitors the complete fuel-injection system.
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concept, the ECU monitors the complete fuel-injection
Injector triggering places particularly heavy demands on
the driver stages. In the injector, the current from the driver
stage generates a magnetic force in the triggering element
which is applied to the injector's high-pressure system. In
order to ensure very tight tolerances, and high
reproducibility of the injected fuel quantity, this coil must
be triggered with steep current flanks. This necessitates
high voltages being made available in the ECU.
A current control circuit divides the energisation time
(injection time) into a pickup-current phase and a hold
phase. It must operate so accurately that the injector
guarantees reproducible injection under all operating
conditions. In addition, it must reduce the power loss in the
ECU and the injectors.
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Sensors of a Common Rail Injection System, together with various system components
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Common Rail EDC system 43
(UI) is a diesel engine fuel injection system
combining the injection pump and the injector
nozzle in a single component which is driven by
the engine camshaft.
The basic functions serve to control the injection
of the correct quantity of diesel fuel at the right
instant in time and at maximum pressure. This
ensures that the diesel engine is fuel-efficient,
runs quietly, and generates low emissions.

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Compared to conventional port controlled systems, they
provide far higher flexibility in the adaptation of the
injection system to the particular engine. Their advantages
High injection pressures up to 2,050 bar,
Variable start of injection,
Possibility of applying pilot injection.
The Unit Injector (UI) injects into the engine cylinders the
exact amount of fuel at the correct pressure and precise
instant in time as calculated by the ECU.
This accuracy must be maintained in all operating ranges
and throughout the engine's useful life. The UIS supersedes
the nozzle-and holder assembly of the conventional fuel-
injection system.
With the UIS though, high-pressure delivery lines have
become unneeded, a fact which has a positive effect upon
the fuel-injection characteristics.
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Operating concept
UIS and UPS are diesel fuel-injection systems, which utilize time control
via integrated solenoid injectors. The instant at which the solenoid valve is
triggered - that is, the moment it closes - defines start of delivery. The
length of time that it is triggered is a measure of injected fuel quantity.
Taking the momentary engine operating mode and environmental data
into consideration, triggering point and triggering period are determined
by the ECU in accordance with programmed maps. Among other things,
the following data are registered:
Crankshaft speed,
Camshaft speed,
Accelerator-pedal position,
Charge-air pressure,
Temperature of the intake air, coolant, and fuel,
Road speed, etc.
Data is registered by sensors and conditioned in the ECU. Using this
information, the ECU applies the open and closed loop control to the
vehicle, and in particular to the engine, as needed in order to obtain
optimum vehicle operation.

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The UI body assembly (Fig. , Pos. 4) serves as the pump
barrel. It has an extension arm in which the high-pressure
solenoid valve (1) is integrated. Passages in the injector's
body provide the connections between high-pressure
chamber (5) and solenoid valve/low pressure stage, and
between high-pressure chamber and nozzle assembly (6).
The unit injector's shape is such that the UI can be fastened
in the engine's cylinder head (3) by means of a special
clamp (9).
The follower spring (2) forces the pump plunger against the
rocker (7) and the rocker against the actuating cam (8). This
ensures that plunger, rocker, and actuating cam are always
in mechanical contact during actual operation. As soon as
injection has finished, the follower spring forces the
plunger back to its initial position.
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Unit injector system functional components 48
The unit injector is sub-divided into the following function
1. High-pressure generation
The major components involved in high-pressure generation
are the pump body assembly, the pump plunger, and the
follower spring (Figs. Below Positions (4), (3), and (2).
2. High-pressure solenoid valve
The high-pressure solenoid valve controls the start (instant) of
injection and the duration of injection. Its major components
are: Coil (10), solenoid-valve needle (8), armature (9), magnet
core and solenoid-valve spring (26).
3. Nozzle assembly
The nozzle assembly (20) atomizes the fuel and distributes it in
the combustion chamber in precisely metered quantities. It
shapes the rate-of-discharge curve. The nozzle assembly is
attached to the unit-injector body assembly by the nozzle nut
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Unit injector

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The function of these single-cylinder injection-pump
systems can be subdivided into four operating states (Fig.8
The follower spring (3) forces the pump plunger (2)
upwards. The fuel in the fuel supply's low-pressure stage is
permanently under pressure and flows from the low-
pressure stage into the solenoid valve chamber (6) via the
bores in the engine block and the inlet passage (7).
The actuating cam (1) continues to rotate and forces the
pump plunger downwards. The solenoid valve is open so
that the pump plunger can force the fuel through the fuel-
return passage (8) into the fuel supply's low-pressure stage.
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At a given instant in time, the ECU outputs the signal to
energize the solenoid-valve coil (9) so that the solenoid-valve
needle is pulled into the seat (10) and the connection between
the high-pressure chamber and the low-pressure stage is
closed. This instant in time is designated the "electrical start of
injection" or "Beginning of the Injection Period", BIP, (also
known as the "Begin of injection period"). The closing of the
solenoid-valve needle causes a change of coil current. This is
recognized by the ECU (BIP detection) as the actual start of
delivery and is taken into account for the next injection process.
Further movement of the pump plunger causes the fuel
pressure in the high-pressure chamber to increase, so that the
fuel pressure in the injection nozzle also increases. Upon
reaching the nozzle-needle opening pressure of approx. 300
bars, the nozzle needle (11) is lifted from its seat and fuel is
sprayed into the engine's combustion chamber (this is the so-
called "actual start of injection" or start of delivery). Due to the
pump plunger's high delivery rate, the pressure continues to
increase throughout the whole of the injection process.
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As soon as the solenoid-valve coil is switched off, the solenoid valve opens
after a brief delay and opens the connection between the high-pressure
chamber and the low-pressure stage.
The peak injection pressure is reached during the transitional phase
between delivery stroke and residual stroke. Depending upon pump type,
it varies between max. 1800 and 2050 bar. As soon as the solenoid valve
opens, the pressure collapses abruptly, and when the nozzle-closing
pressure is dropped below, the nozzle closes and terminates the injection
The remaining fuel which is delivered by the pumping element until the
cam's crown point is reached is forced into the low-pressure stage via the
fuel-return passage.
These single-cylinder injection systems are intrinsically safe. In other
words, in the unlikely event of a malfunction, one uncontrolled injection of
fuel is the most that can happen. For instance:
If the solenoid valve remains open, no injection can take place since the
fuel flows back into the low-pressure stage and it is impossible for
pressure to be built up. And since the high-pressure chamber can only be
filled via the solenoid valve, when this remains closed no fuel can enter
the high-pressure chamber. In this case, at the most only a single injection
can take place.
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Unit injector operation
The unit injector is installed in the engine's
cylinder head and is therefore subject to very
high temperatures. In order to keep its
temperatures as low as possible, it is cooled by
the fuel flowing back to the low-pressure stage.
Special measures applied in the fuel inlet to the
unit injector ensure that differences in fuel
temperature from cylinder to cylinder are kept to
a minimum.

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Pilot injection with mechanical-hydraulic control is incorporated in the
passenger car unit injector. This serves to reduce both noise and pollutant
emissions . This facility can be subdivided into four operating states :
Nozzle needle (7) and accumulator plunger (3) are up against their seats. The
solenoid valve is open which means that no pressure can build up.
Pressure buildup starts as soon as the solenoid valve closes. When the nozzle
opening pressure is reached, the needle lifts from its seat and pilot injection
commences. During this phase, the nozzle needle's stroke is limited
hydraulically by a damping unit.
Further pressure increase leads to the accumulator plunger lifting from its seat
so that a connection is set up between the high-pressure (2) and the low-
pressure chambers (4). The resulting pressure drop, and the accompanying
increase in the spring's (5) initial tension, lead to the nozzle needle closing. This
marks the end of pilot injection.
For the most part, the pilot-injection quantity of approx. 1.5 mm3 is defined by
the accumulator-plunger opening pressure. The interval between the main and
pilot injection phases is essentially a function of the accumulator-plunger stroke.

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The continuing movement of the pump plunger
leads to the pressure in the high pressure
chamber continuing to increase. The main
injection phase starts once the now higher nozzle
opening pressure is reached. During the actual
main injection phase, the injection pressure
increases to about 2050 bar.
The opening of the solenoid valve marks the
termination of the main injection phase. Nozzle
needle and accumulator plunger return to their
initial positions.
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5. Hydraulically actuated Electronic Unit
Injection (HEUI)
It is completely different from any other
mechanically operated fuel system
Uses highly pressurized engine lubrication.
Uses highly pressurized engine lubrication oil
instead of camshaft to drive plungers pressurizing
fuel for injection
Is the first truly modern injection system having
the capability to pressurize fuel independently of
engine speed
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HEUI fuel systems can achieve lower emissions, improved
fuel economy and power output because of its superior
ability to highly pressurize fuel at almost any engine speed.
Higher pressurization leads to better atomization for more
complete and faster combustion.
Functions of pressurization, metering, timing and
atomization are all incorporated into the injector
HEUI injectors are classified as unit injectors
An engine driven high pressure oil pump supplies fuel to the
injectors at pressures close to 4,000 psi.
Inside the injector, hydraulic force is further amplified to
give injection pressures of up to 28,500 psi (2000 bar).
The HEUI fuel system is completely free of adjustment.
Fuel transfer pump is the only serviceable part in addition to
oil change.
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The concept of eliminating the camshaft is
simple use hydraulic pressure to open and
close the valve.

The HEUI system has four major This combustion chamber

subsections; module integrates both
Fuel transfer pump the fuel injector and valves
Low-pressure oil system
High-pressure oil system into a common unit which
Electronic control system are actuated by hydraulic
HEUI Injectors oil pressure.
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Fuel transfer pump
Mounted on the back of unit injector hydraulic pump
Used to draw fuel from tank to injectors
Fuel supply pressure is regulated in between 30 and

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Injection Actuation System
Serves two functions;
Supplies high pressure oil to power the injectors
Regulates the injection pressure.
Consists of;
Engine oil pump
Engine oil filter
Unit injector hydraulic pump
Injection actuation pressure sensor (IAP)

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Low pressure oil system
A supplemental circuit connects the engine lubrication system to a
reservoir for supplying the high-pressure oil for supplying the high-
pressure oil pump with oil
A one-way check-ball prevents oil from draining back to the
crankcase when the engine is not operated

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High pressure oil system
Delivers engine oil under high pressure to actuate the fuel
Also called injection control circuit.
High pressure oil pumps are commonly gear driven, swash
plate or axial piston type.
The pump out put is connected to injectors or to injection
oil gallery.
Oil reservoir

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HEUI Injector operation
Note the passageways around the upper and lower
poppet seat.
When no current is applied to the solenoid, oil can drain
from above the amplifier piston through the upper poppet
valve seat.
High pressure oil is prevented from entering the injector by
the lower poppet valve seat.

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HEUI Injector operation
When current is applied to the solenoid, oil
cannot drain from the injector through the
upper poppet valve seat but high pressure oil
can now enter the injector through the lower
poppet valve seat.

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