Common Rail - Bosch

Common Rail
Bosch

Published by
Chonan Technical Service Training Center

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Chapter 1. Overview

1. System Overview

The Common Rail system is a electronic fuel control system of diesel engine.
The high fuel pressure is always available for every engine operating status.
The generation and the control of high pressure are independent of the injection control.
Pressure & time fuel injection system designed for high speed direct injection engines.
Injection parameters such as Injection timing, injection amount and the fuel pressure are controlled by the
Electronic Control Module (ECM).

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2. Comparison

In Traditional diesel engines, the pump is driven by the engine and it´s function is to ensure the correct amount
and distribution of the fuel to each injector and to regulate there opening.
In the Common Rail system the pump serves only to accumulate the fuel at a very high pressure in a common
feeding line from which the injectors branch off.
The opening of the injectors is controlled by an Electronic Control Module(ECM) and relative Sensors.
Besides improving performance and reducing noise and exhaust emission levels, the Common Rail system
allows diesel engines to reach new heights in our ever demanding world.

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3. Common Rail System

The electronic control of fuel delivery and injection
advance allows the fuel to be pumped at optimum
pressure independently of the engine running speed. It is
therefore possible to maintain constant high pressure even when the engine is running at low Speeds.
The main problems that had to be overcome to improve
performance and consumption were: The regulation of the fuel quantity to be atomised for each
combustion phase; The precise moment of fuel injection
into the combustion chamber.

ECM

Injector
Cylinder

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4. Advantages
■ High Performance and Fuel Efficiency
- Electronically Controlled Common Rail Fuel
Injection System to meet optimum combustion

■ Low Emission & Low Noise

- Environment-friendly to Meet All The Emission
Regulations of The World
- Central-vertically Located Injectors
- Pilot Injection of Common Rail Fuel Injection System

5. Low Pressure Circuit

In the low pressure circuit the fuel is drawn out of the tank by a pre-supply pump, forcing fuel through the lines
to the high pressure circuit.
Contaminants are removed from the fuel by a pre-filter thus preventing the premature wear of the high precision
Components.

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6. High Pressure Circuit

Generate and store high pressure

The fuel passes through the fuel filter to the high-pressure pump which forces it into the high-pressure
accumulator (rail) and generates a pressure of maximum 1,350 bar.
For every injection process, fuel is taken from the high-pressure accumulator. The pressure in the rail remains
constant, a pressure-control valve is employed to ensure that the pressure in the rail does not exceed a desired
value or drop below it.

Closed-loop control of rail pressure

The pressure-control valve is triggered by the ECM. When open, it permits fuel to return to the tank via the
return lines and the rail pressure sinks. In order that the ECM can trigger the pressure- control valve correctly,
the rail pressure is measured by a rail pressure sensor.
Fuel Injection
Every time fuel is injected, it is extracted from the rail at high pressure and injected directly into the cylinder.
Each cylinder has its own injector. Each injector contains a solenoid valve which receives its `open´ command
from the ECM. As long as it remains open, fuel is injected into the cylinders combustion chamber.

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7.high pressure pump

CP1 CP3

MPROP: (Magnetic Proportion Valve)

KUV: (Kraftstoff uber druck ventil......Over pressure
saftey valve)

High Pressure Pump

The main defect of the rotating piston pump is that of the maximum pressure which can be reached. This is fixed
at between 200 and 400 bar which, considering that high pressure guarantees rapid transfer, is insufficient to
ensure the rapid injection of the necessary quantity of fuel for combustion.
With the Common Rail it is possible to increase the fuel pressure to 1350 bar thereby increasing the speed at
which it can be transferred. This high pressure not only ensures rapid injection but also makes it possible to
precede injection with a pre-injection phase thereby anticipating the
combustion process with consequent advantages for the Subsequent combustion.
The higher the injection pressure, the higher the thermodynamic efficiency. This makes the direct injection diesel
engine the most thermodynamically efficient of all the internal combustion Alternatives.
The high pressure pump is responsible for generating the high
Pressure needed for fuel injection, and for ensuring that there is
enough (high pressure) fuel available for all operating conditions.
The high-pressure pump´s drive shaft is driven from the engine at half engine speed via a toothed belt. It is
lubricated and cooled by the fuel that it pumps. The fuel is forced by the pre-supply pump into the high-pressure
pump´s inner chamber via a safety valve.

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When the pump plunger moves downwards, the inlet valve opens and fuel is drawn into the pumping-element
chamber (suction stroke). At bottom dead centre (BDC), the inlet valve closes and the fuel in the chamber can
be compressed by the upwards moving plunger.

Fuel Feed

Pressure
Control valve

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8. High-pressure accumulator (Common rail)

The high´-pressure accumulator (Common rail) assignments are:
- Store fuel
- Prevent pressure fluctuations (by means of adequate volume)
The high-pressure accumulator is a forged-steel tube. Depending upon the engine concerened ist internal
diameter is approx. 10mm and is between 280 and 600mm long. To prevent pressure fluctuations, as large a
volume as possible should be chosen, in other words maximum-possible lenght and diameter. A small volume is
prefered for rapid starting, which means that the target for the volume must be: as small as possible, but as
large as necessary.

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9. Injector operation
It is the injectors job to inject into the combustion chamber exactly the correct amount of fuel at precisely the
right time. To do so, the injector is triggered by signals from the ECM.
The injector has an electromagnetic servo-valve. It is a high-precision component which has been manufactured
to extremely tight tolerances. The valve, the nozzle, and the electromagnet are located in the injector body. Fuel
flows from the high-pressure connection though an input throttle into the valve control chamber. There is the
same pressure inside the injector as there is in the rail, and the fuel is injected through the nozzle into the
combustion chamber. Excess fuel flows back to the tank through the return line.Maximum RPM & fuel cut off on
overrun is acheived by controlling Injectors, via ECM

1 = Capacitor disharge 2 = Injector pull in current

3 = Capacitor charge 4 = Injector holding current
5 = Capacitor charge (PST off)
6 = Regulated holding current (free-wheeling)
7 = Regulated holding current (power stage on)

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10. Pilot Injection

Aim of pre-injection:
Reduction in :
- Combustion noise
- HC Emissions
- Fuel consumption (late injection start)
Consequences of pre-injection
Pre-conditioning of the combustion space for the main injection process both in terms of pressure and
temperature.
- Ignition delay for main injection is shortned
- Noise advantages (reduced peak combustion pressure)
- Optimum combustion
Activation possibilities
Pre-injection: from 90° before TDC to 10° after TDC
Main-injection: from 20° before TDC to 10° after TDC

Before TDC
After

1 = Pre-injection 1a = Combustion pressure with pre-injection

2 = Main injection 2a = Combustion pressure without pre-
injection

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Chapter 2 Sensors

1. Electronic Fuel Injection Control

ECM with sensors: Control of injection process
The ECM outputs all the necessary commands in order to:
- Keep the pressure in the high-pressure accumulator (rail) constant
- Start and terminate the actual injection process.
The ECM uses the measured values from the sensors (e.g. engine speed, accelerator-pedal position, air
temperature) to calculate the correct injection fuel quantity and the optimum start of injection.
So-called maps stored in the ECM contain the appropriate injection data for evey measured value. This means
that it is possible to implement both pilot and post injection.

2. Sensors

The Common Rail ECM evaluates the signals from the following sensors:
- Crankshaft position sensor
- Air-temperature sensor
- Camshaft position sensor
- Coolant-temperature sensor
- Accelerator pedal sensor
- Air flow sensor(MAF)

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- Rail pressure sensor
- Atmosheric pressure sensor(in ECM)
- Brake switch
- Clutch pedal switch
- Fuel temperature sensor
- Boost pressure sensor(VGT)

3. Accelerator-Pedal Sensor (Module)

In contrast to conventional distributor and in-line injection pumps, with EDC (Electronic diesel control) the
drivers acceleration input is no longer transmitted to the injection pump by Bowden cable or mechanical linkage,
but is registered by an accelerator-pedal sensor and transmitted to the ECM. (this is also known as drive by
wire)
A voltage is generated accross the potentiometer in the accelerator-pedal sensor as a function of the
accelerator-pedal setting. Using a programmed characteristic curve, the pedals postion is then calculated from
this voltage.

Module Assembly Sensor Assembly

APM (Module, pedal/sensor, 1 unit) APS (Pedal + sensor)

LC, FC, SM(LHD) XD, FO, SM(RHD/LHD)

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Potentiometer 1 Potentiometer 2

IDLE 0.6 ~ 0.9V 0.25 ~ 0.6V

WOT 3.6 ~ 4.6V 1.6 ~ 2.5V

The pedal sensor has two Potentiometers, one signal is the pedal position to the ECM, the other is for
plausabilty of load request signal.
Should the pedal sensor fail, a limp home mode is set.
A slightly higher idle speed.
Do not test the Pedal sensor with an Analogue Multi Meter.
(Risk of damage to the internal circuit)

[Idle]
Average output signal in idle condition
APS becomes 0.6~0.8V in APS 1.
1 (It depends on the vehicle)
APS
2

[Load]
APS Average output signal in load condition
1 becomes 3.9V in APS 1.
APS (It depends on the vehicle)
2

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[Idle]
Average output signal in idle condition becomes 0.6~0.8V in APS 1.
(It depends on the vehicle)

[Load]
Average output signal in load condition becomes 3.9V in APS 1.
(It depends on the vehicle)

4. Rail pressure sensor

The rail pressure sensor must measure the instantaneous in the rail, with adequate accuracy, and as quick as
possible.
Pressurized fuel acts on the sensors diaphragm, converting the pressure to an electrical signal, which is then
inputted to an evaluation circuit which amplifies the signal and sends it to the ECM.
When the diaphragm shape changes (approx. 1mm at 1500bar) it causes a voltage change across the 5v
resistance bridge.

1 Electrical connections
2 Evaluation circuit
3 Diaphragm with sensor element
4 High-pressure connection
5 Mounting thread

This voltage change is in the range of 0..70mV (depending upon pressure) and is amplified by the evaluation
circuit to 0.5 .. 4.5V.

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The precise measurment of rail pressure is imperative for correct system functioning. Should the sensor fail the
pressure control valve is triggered ´blind` using an emergency (limp home) function and values.

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5. Air Flow Sensor (Hot Film Type)

During dynamic operation precise compliance with the correct A/F ratio is imperative in order to comply with the
law regarding exhaust gas limits.
This requires the use of sensors to precisely reguster the air-mass flow actually being drawn into the engine at
any particular moment.
This sensors measuring accuracy must be independant of pulsation, reverse flow, EGR, variable camshaft
control and changes in the air temperature control.

A hot-film air-mass meter was selected as being the most suitable. The hot-film principle is based on the transfer
of heat from a heated sensor element to the air-mass flow.
A micromechanical measuring system is utilised which permits registration of air-mass flow and detection of the
flow direction. Reverse flows are also detected in case of strongly pulsating air-flow. The micromechanical
sensor element is located in the sensors flow passage

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6. Camshaft position sensor

The camshaft controls the engine’s intake and exhaust valves. It turns at half the speed of the crankshaft. When
a piston travels in the direction of TDC, the camshaft position determines whether it is in the compression phase
with subsequent ignition, or in the exhaust phase. This information cannot be generated from the crankshaft
position during the starting phase. During normal engine operation on the other hand, the information generated
by the crankshaft sensor suffices to define the engine status. In other words, this means that if the camshaft
sensor should fail while the vehicle is being driven, the ECM still receives information on the engine status from
the crankshaft sensor.

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The camshaft sensor utilizes the Hall effect when establishing the camshaft position. A tooth of ferromagnetic
material is attached to the camshaft and rotates with it. When this tooth passes the semiconductor wafers of the
camshaft sensor, its magnetic field diverts the electrons in the semiconductor wafers at right angles to the
direction of the current flowing through the wafers. This results in a brief voltage signal (Hall voltage) which
inform the ECM that cylinder 1 has just entered the compression phase.

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The piston position in the combustion chamber is decisive in defining the start of injection. All the engine’s
pistons are connected to the crankshaft by connecting rods. A sensor on the crankshaft rotations per minute.
This important input variable is calculated in the ECM using the signal from the inductive crankshaft-speed
sensor.

Signal generation

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A 60-tooth ferromagnetic trigger wheel is attached to the crankshaft. On the actually used trigger wheel 2 teeth
are missing. This large gap is allocated to a defined crankshaft position for cylinder 1.
The crankshaft-speed sensor registers the trigger wheel’s tooth sequence. It comprises a permanent magnet
and a soft-iron core with a copper winding (Fig. 1). The magnetic flux in the sensor changes as the teeth and
gaps pass by, and a sinusoidal AC voltage is generated the amplitude of which increases sharply in response to
higher engine (crankshaft) speeds. Adequate amplitude is already available from speeds as low as 50 min-1

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7. Fuel Temperature Sensor

The fuel temperature sensor is located in the fuel feed line.
As the fuel temperature increases, the ECM will modify the injection and delivery rate, at the same time will
adjust the parameters of operation of the rail pressure control valve

Fuel Temperature Sensor

8. Coolant Temperature Sensor
Temperature sensors are installed at a number of different points:
-In the coolant circuit, to estblish engine temperature by way of the coolant temperature,
-In the intake manifold to measure the temperature of the intake air,
-In the engine lube oil to measure the oil temperature, and
-In the fuel-return line to measure the fuel temperature.
The sensors are equipped with a temperature dependent resistor with a negative temperature coefficient Which
is part of a voltage-divider circuit across which 5V are applide.

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D-engine A-engine

The voltage drop across the resistor is inputted into the ECM through an analog-to-digital converter and is a
measure for the temperature. A characteristic curve is stored in the ECM microcomputer which defines the
temperature as a function of the given voltage value.

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9. Clutch switch

ECM
Clutch Switch

The clutch switch has the following functions.

• Cancellation of cruise control
• Impending engine load signal (de-clutch, engage first gear, move off)
• To prevent engine RPM surging when de-clutching during gear changes, ECM adjusts injector operation.

10. Brake Switch

The brake switch has following functions :
1. Brake light circuit
2. Cruise control cancellation
3. Redundant brake
The redundant brake circuit is actuated when the Accelerator is pressed and then the brake pedal depressed.
The ECM will apply a fail-safe mode limiting the signal from accelerator and controlling the injector operation
(fast idle mode) allowing engine to rev. to 1200 RPM only when brake is released, APS signal is returned and
injector operation re-instated.
This operation is a smooth transition without jerking.
NOTE.
This only applies when the vehicle is moving (VSS). For carrying out stall test on A/T normal procedures apply.

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Stop Lamp

Battery +
ECM
Control
Relay
Brake Switch

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Chapter 3. Actuators

1. Injector

Special injectors with hydraulic servo system and electrical triggering element are used with the Common Rail
system in order to achieve efficient start of injection and precise injected fuel quantity. At the start of injection, a
high pickup current is applied to the injector so that the solenoid valve opens quickly. As soon as the nozzle
needle has traveled its complete stroke, and the nozzle has opened completely, the energizing current is
reduced to a lower holding value. The injected fuel quantity is now defined by the injector opening time and the
rail pressure. Injection is terminated when the solenoid valve is no longer triggered and closes as a result.

Pilot Main
Injection Injection

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When failure occurs more than two injectors together, the engine immediately shuts off. If the injector problem
happens in just one injector, the ECM controls the injection fuel volume and results in the maximum rpm limit by
approximately 2000 rpm.
※ C018 possible causes of trouble :
- Short circuit of high side line to B(+)
- Short circuit of low side line to GND
- Injectors & Injector voltage (ECM side) trouble

※ C019 possible causes of trouble :

- High side line broken / low side line broken
- contact resistance
- Injectors & Injector voltage (ECM side) trouble

2. Rail Pressure Control Valve

CP1

The pressure-control valve is responsible for maintaning the pressure in the rail at a constant level. This level is
a function of the engine´s operating status. If the fuel pressure is excessive, the valve opens and the fuel flows
back to the tank through a return line. If the pressure is not high enough, the valve closes and the high-pressure
pump is able to increase the pressure in the rail.
The valves seat ball is subjected to pressure from the high-pressure accumulator. This force is appopsed by the
total forces acting against the bal from the other side by the spring and the electromagnet. The force generated
is a function of the current with which it is activated. Therefore, a variation in current permits the high-pressure in

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the accumulator to be set at a given value. The variable current is achieved by using pulse width modulation
(PWM)
Pulse width modulated control with frequency 1.0 kHz

3. Pre-Supply Pump (low pressure pump)

Pre-Supply Pump
Located next to the fuel tank
Electrical Pump

Inle Outle
t t CP1
The roller-cell pump is driven by an electric motor. Its rotor is mounted eccentrically and provided with slots in
Which movable rollers are free to travel. The fuel flows through a kidney-shaped opening at the pump´s suction

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side and into a chamber between the base plate and the rollers. Since the rollers are forced against the base
plate by rotation and by fuel pressure, the fuel is transported to the outlet openings on the pump´s pressure side.

On passenger cars, commercial vehicles, and off-road vehicles, a gear-type fuel pump is used to supply the
Common Rail’s High-pressure pump with fuel. It is either integrated in the high-pressure pump with which it
shares a Common drive, or it is directly attached to the engine and has its own drive.
Common forms of drive are coupling, gearwheel, or toothed belt.
The main components are two counter-rotating gear wheels which mesh with each other when rotating, whereby
fuel is trapped in the chambers formed between the gearwheels and the pump wall and transported to the outlet
(pressure side).

Low Pressure Pump

Located rear side of High Pressure Pump
Mechanical Gear Pump

CP3

The line of contact between the rotating gearwheels provides the seal between suction and pressure ends of the
pump, and prevents fuel flowing back again.
The gear-type fuel pump’s delivery quantity is practically proportional to the engine speed. This is why the gear
pump’s delivery quantity is reduced by a suction throttle at the inlet(suction)end, or limited by an overflow valve
at the outlet(pressure)end.
The gear-type pump is maintenance-free. To bleed the fuel system before the first start, or when the tank has
been driven “dry”, a hand pump can be installed directly on the gear-type pump or in the low-pressure lines.

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4. Exhaust Gas Re-circulation (EGR)

With Exhaust Gas Recirculation (EGR) a portion of the exhaust gas is fed into the engines intake tract. Up to a
certain degree, an increasing portion of the residual exhaust gas content has a positive effect upon energy
conservation and therefore upon exhaust gas emissions.
Depending upon the engine´s operating point, the air/gas mass drawn into the cylinders can be composed of up
to 40% exhaust gas.
For ECM control, the actual drawn-in fresh-air mass is measured and compared at each operating point with the
air-mass set-point value. Using the signal generated by the control circuit, the EGR solenoid valve is operated
allowing the EGR to open under vacuum.

EGR OFF Condition

• Coolant Temperature
ON
• Less than 650 RPM

• Pressure sensor malfunction OFF

20 25 100 105

• Air flow sensor malfunction (Slight differences between models)

• Atmospheric pressure (high altitiude)

• EGR malfunction
Lower 920 mbar OFF
Over 930 mbar ON
• Battery below 9V

• Injection Quantity over 42 mm³

• Engine over 3050 RPM

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(EGR) Throttle valve control

SM 2 WD Only
The throttle valve in the diesel engine fulfils a completely different function to that in a gasoline engine. It serves
to increase the exahust-gas recirculation rate by reducing the overpressure in the intake mainfold.
Throttle-valve control is only operative in the lower speed range.
And is vacuum controlled via solenoid valve.

Throttle Valve and Actuator

5. Glow Plug
The glow plugs responsible for ensuring efficient cold starting. Shortening the warm-up period, a fact which is
highly relevant to exhaust emissions. The pre-heating time is a function of the ECM & coolant temperature,
controlling the Glow Relay operation. Plugs are able to reach 850°C within a few seconds.
The further glow phases during engine start or when the engine is actually running are determined by a number
of parameters which include engine speed and injected fuel quantity. With glow plug temperatures between
950°C and 1050°C reduce smoke and noise emissions.

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Checking operation
Connect battery power to
glow plug directly

Pre glow :
Glow plug indicator lamp only lights on briefly (self-test function) when IG. is on condition. Other case of glow
plug indicator lamp flashing is from the ECM (M/T or A/T setting) It is a check sign
Start glow :
In case of no engine starting after finishing the pre glow situation. When the coolant temperature value is less
than 60℃, the maximum glow time lasts 30 seconds. If the coolant temperature value reaches 60℃ within 30
Sec. the start glow is suspended.
Post glow :
In case of after starting but the engine rpm is less than 2500 and the injection fuel volume is less than 75cc/min.

Pre glow

Post glow

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Chapter 4 Auxiliary parts & Handling caution

1. Pre-Heater

The pre-heater unit is located in between the heater unit and the engine coolant passage. This serves to
increase the coolant temperature in the heater unit so that the heater system is able to be activated as soon as
possible. Three heating plugs are controlled by the ECM. Each plug has 300W capacity respectively and totally
it becomes 900W.

2. Fuel Filter Assembly

Pressure releif valve RETURN

OUT

Thermo switch

Heater element IN
Connector

Filter

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Fuel Filter Heater

The fuel filter heater element is located between the filter head and filter element.
The incoming fuel flows through the heater element
Using the signal from the thermo sensor, the heater is switched ON.
ON –3 ± 3°C OFF. 5 ± 3°C

Comprises of a plastic housing in which two metal contact disc´s are held apart by 4 semi conductors
Finally a spring plate is applying pressure to maintane the contact.
As current is supplied the semi conductors begin to heat up, therefore heating the diesel fuel.

Fuel Filter Heater

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3. Removing High Pressure Pipe

Never release high pressure pipes with running engine (Ex.When locating misfiring cylinder)
High pressure can be checked only via the Rail Pressure Sensor Voltage Reading.
Injector / Cylinder operation can be checked by disconnecting eletrical connector (One by one)
Note: Erase any DTC afterwards

Never release high pressure pipes with running engine

4. Checking fuel pressure & checking injector operation

High pressure can be checked

only via the Rail Pressure Sensor
Voltage Reading.

High pressure can be checked

only via the Rail Pressure Sensor
Voltage Reading.

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5. Removing and Installing Injectors

Injector
Closing plug

Close
Open

T40 Torx (torque: 2.7±0.2 kgm)

Remove
1) Disconnect battery (-) terminal
2) Pull off injector elec. Connector.
3) Unfasten high-pressure pipe at rail and injector.
4) Press in clip of back leak rail by hand and pull out back leak rail.
5) pull off engine head cover cap and unfasten clamp bolt and sliding clamp and pull out injector.
when pull out injectors,
6) Remove copper sealing ring.

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Before re-installing injector, clean cylinder head bore and sealing surface.
1) insert brush.
2) clean sealing surface and blow out.
Installing
1) Insert new copper sealing ring (if necessary, apply small quantity of grease to bond it to injector).
2) Insert injector (do not touch the nozzle tip) and sliding clamp with clamp bolt.
3) Fit Injector pipe (Nuts finger tight only)
3) Injector clamp bolt (torque: 2.7±0.2 kgm)
* If injector too loose, cylinder may loose pressure,
* If Injector too tight, may result in pinching of the needle, resulting in knocking or misfire.
4) Install high-pressure pipes
( 3.3±0.2 kgm - Newly revised on June 11, 2002)
(Old specification : torque : 2.7±0.2 kgm)
* high-pressure pipes must be installed without tension
5) Attach return leak rail. Never fit without clip.
6) Check installation by tugging it.
7) Attach elec. Connector.
8) Re-connect battery minus terminal.

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9) Start engine and check high pressure circuit for leaks.
Read out fault memory and cancel

6. Injector Handling

The injectors have 5 hole mini-sac spray

nozzles, the bore is so small it is acheived
using EDM (electrical discharge machining)

Checking of injector nozzles for spray

pattern and fuel delivery quantity must be
carried out by a Bosch workshop

Do Not Dismantel Injector nozzle and

needle shaft
Risk of damage
Bosch agent only

7. DOC (Diesel Oxidation Catalyst)

Similar to the petrol version in design, ie. The Monolith is supported by a matting, to prevent cracking by shocks
etc.
The Oxidisation catalyst has no oxygen sensor, and the precious metals are different.
In this type of catalyst approximately 4.5 – 5.0 Gramms of Platinum is used to change the state of
Hydrocarbons (HC) and Carbonmonoxide (CO) to water and carbon dioxide. In addition a certain amount of
Nitrogen Oxide (NOX) is reduced.
As a result the level of soot particles are also reduced.

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