Fuel system

D7E Engine
Trainer booklet
Enginge D7E
This training package presents the design
and function of the fuel system. The fuel
system is a common rail system that has
been introduced on the D7E engine.
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1 Introduction ..............................................................3
2 Common rail system.................................................4
3 Fuel system, diagram................................................5
4 Low pressure system................................................6
5 Hand pump with pre-filter..........................................7
6 Feed pump................................................................8
7 Fuel filter...................................................................9
9 Fuel control valve....................................................10
9 High pressure pump................................................11
10 Delivery pipes.........................................................12
11 Injector delivery pipe and injector...........................14
12 Pressure pipes and common rail............................15
13 High pressure sensor..............................................16
14 Safety valve............................................................17
15 Injector....................................................................18
16 Injection...................................................................20
17 Engine speed, torque, fuel pressure.......................21
18 Priming the fuel system .........................................22
19 Atomising jets..........................................................23
 1 Introduction
- Common rail system
- Euro 4
- Lower fuel consumption
- Exact injection volume
- Pre-injection
- Main injection
- Post-injection
-

The fuel system for the D7E engine that fulfils Euro 3 and Euro 4. Achieving lower fuel
consumption and reduced exhaust emissions places great demands on the engine and fuel
system. These demands are met by an injection system that controls the fuel at the injection
valve exactly and works at a very high injection pressure. At the same time, the injection volume
must be adjusted very accurately as well as the injection timing for both pre-injection and main
injection. These demands are fulfilled by a common rail system. Compared with other injection
systems, the fuel is constantly under very high pressure and is always ready for injection.
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2 Common rail system
- Injector
4
3
2

- Common rail
5

1
6
- High pressure pumps
7 - Exact injection volume
8
- Lower engine noise
- Less NOx emissions
-
10 9
-
1 Feed pump 5 Fuel pressure sensor 9 High pressure pumps
2 Unit injectors 6 High pressure pipe 10 Pre-filter and water separator
3 Safety valve 7 Fuel filter
4 Common rail 8 Fuel distributor

Fuel is injected by the fuel injectors, one for each cylinder, fed from the common rail and injector
delivery pipes. The high pressure in the common rail is created by two high pressure pumps
working alternately. The pressure in the common rail, like the start and stop times of the fuel
injection to each cylinder, is controlled electronically by the engine control unit (EECU). The
advantage of this type of fuel system is the flexibility of control of both injection timing and
injection volume. The exact injection timing that a common rail system can achieve has been
shown to give lower engine noise and lower NOx emissions.
The fuel system has the following advantages:
The fuel system is not dependant on engine speed or loading, which gives more flexible control
of both injection volume and injection timing.
High injection pressure and good fuel atomisation are also possible at low engine speeds
and loads.
There is the capacity to deliver short pre-injection that can be used to reduce NOx and
noise.
A disadvantage with the system is the risk of accidents due to possible leakage, since the
injectors and delivery pipes are always at very high pressure.
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3 Fuel system, diagram
12
-
-
11
< 0.5 bar

-
<10.5 - 13.0 bar
500 - 1600 bar
>0.5 - 1.0 bar 13 14

8 8
10 -
-
9
3 4 5 6 7

-
-
2

-
1 Hand pump unit 6 Fuel filter 11 Unit injectors
2 Thermostat valve 7 Fuel pressure sensor 12 Engine Electronic Control Unit (EECU)
3 Pre-filter and water separator 8 High pressure pumps 13 Fuel pressure sensor
4 Feed pump 9 Fuel distributor 14 Safety valve
5 Pre-heating (Optional equipment) 10 Common rail

The gear-driven feed pump sucks fuel from the tank via the pre-filter and thermostat valve and
pumps it through the main filter to the high pressure pumps. A PWM-controlled fuel distributor
with solenoid valves controls the volume of fuel fed to the high pressure pumps. The two high
pressure pumps are driven from the camshaft and deliver three pump strokes per camshaft
rotation.
The fuel pressure sensor on the common rail monitors the fuel pressure. This signal is used by
engine control unit to control the pressure in the common rail by influencing the fuel distributor,
excess fuel is returned to the fuel tank.
The common rail acts as a fuel accumulator. The fuel volume in the common rail also damps the
oscillations caused by the high pressure pumps and injectors sequences. The fuel passes from
the common rail to the unit injectors via the delivery pipes. The pressure in the common rail can
vary between 400 and 1600 bar.
The engine control unit (EECU) delivers electric pulses that activate the unit injector solenoid
valves in the correct order and determines start and stop times for each injection sequence
for each cylinder. The common rail system can therefore perform more than one injection per
compression cycle and thereby provide more exact control of the injection in comparison with a
conventional injection system.
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4 Low pressure system
D
9
-
A 7 8
-
1
-
-
C
-
2 3 4

6
5
-
B -
-
A Filter holder B Feed pump D Fuel control valve
1 Thermostat valve 4 Pump 7 Overflow valve
2 Hand pump 5 By-pass valve 8 Proportional valve
3 Pre-filter with water separator 6 Overflow valve 9 Pressure equalising choke

C Fuel filter

The purpose of the low pressure system is to store and feed filtered fuel to the high pressure
pumps. The low pressure system also has a built-in water separator. It is important that the
filter and water separator work correctly, otherwise the engine’s fuel system can be seriously
damaged. The fuel is fed via a gear-wheel pump. The purpose of the fuel control valve is to
provide the correct fuel volume with respect to engine load and speed.
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5 Hand pump with pre-filter
7
-
6
1 -
-
-
-
5

4 2 -
3 -
-
1 Filter holder 4 Draining valve 7 Hand pump
2 Water separator 5 Pre-filter
3 Drain plug 6 Thermostat valve

The filter holder contains a hand pump for priming the fuel system and a thermostatic valve to
help warm up the fuel more rapidly from cold starts.
The pre-filter and water separator are located below the hand pump unit.
The newer engines place greater demands on clean fuel and therefore require special filters
that are made from several layers of synthetic cellulose, where each layer has the ability to
separate particles. This also makes the filter more sensitive to paraffin wax precipitation.
Thermostatic valve
The thermostatic valve helps warm up the fuel more rapidly from cold starts (below 15°C).
The thermostatic valve is closed when the fuel temperature is lower than 15°C, which causes
the hot fuel to recirculate (80% to the fuel system and 20% to the tank).
When the fuel temperature is between 15°C and 30°C , the thermostatic valve opens gradually.
When the fuel temperature exceeds 30°C, recirculation to the fuel system ceases and all fuel is
returned to the tank.
Water separator
Any water in the fuel is separated by the filter, which as a repellent effect on water droplets that
have another surface tension than the fuel has. The separated water is collected in a holder
below the filter. A sensor in the holder senses the water level and indicates when it should be
drained. Draining is performed manually by opening a drain valve.
Contaminants or water in the fuel can cause damage to the injection system, the most sensitive
parts being the high pressure pumps and injectors.
A worn/cavitated injector will leak continuously, since the fuel pressure constantly presses on
the needle
The filling and evacuating chokes for the control chamber will also become worn, which effects
the opening function and injection timing.
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6 Feed pump
- Gear pump
- Cog driven
- Built-in overflow valve
- 400 l/h
- 7 bar pressure
-
-
-

The common rail system uses a gear-wheel pump to feed fuel to the high pressure pumps.
The gear-wheel pump is driven by the timing gears. This means that fuel is only supplied once
the engine has started. The fuel quantity is dependant on the engine speed and the capacity is
up to 400 l/h at a pressure of 7 Bar.
The pump has a built-in overflow valve, the function of which is to maintain pressure in the fuel
system. The overflow valve is not replaceable.
There is a by-pass valve on the pump to simplify priming of the fuel system.
The feed pump is located on the right hand side of the flywheel housing.
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7 Fuel filter

1
- Filter
2
- Heating element
- By-pass valve
3 - Drain valve
- Feed pressure sensor
-
4
-
-
1 Cover 3 Fuel filter 4 Feed pressure sensor
2 O-ring

The fuel filter housing contains a filter, heating element and two valves. There is a by-pass valve
at the top of the filter and a drain valve beneath the filter, which drains automatically when the
filter is lifted. The feed pressure sensor is located on the fuel filter housing.
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8 Fuel control valve

3
2
- Feed pressure 5 - 7 bar
4
6
5 - Return pressure max 0.5 bar
-
1
-
-
-
-
-
1 Fuel inlet 3 Return fuel to tank 5 Solenoid valve
2 Fuel to high pressure pumps 4 Overflow valve 6 Choke

The fuel control valve controls the fuel flow to the high pressure pumps. It supplies the correct
amount of fuel to reach or maintain the pressure in the common rail.
The feed pressure to the fuel control valve shall be at least 5 to 7 bar.
The pressure in the return pipe may not exceed 0.5 bar, since this can effect the pressure in the
common rail by filling the high pressure pumps via the choke.
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9 High pressure pump
- 3 cam lobes
- Displaced 60°
- I/O valve
- Filling min. 7 bar
- Sensitive to contaminants
- C2 treated
-
-

The fuel system has two high pressure pumps driven by the camshaft. Three cam lobes
provide six pump strokes per camshaft revolution (three strokes per pump). The cam lobes are
displaced by 60° in relation to each other to provide an even flow of fuel.
The purpose of the high pressure pumps is to pressurise the fuel system. The high pressure
and low pressure sides of the high pressure pumps are hydraulically separated by an input/
output valve (I/O valve). The valve separates the high pressure side during suction.
Filling of the high pressure pumps is only possible with a minimum pressure of approx. 1.7 bar
Both the I/O valve and the pump piston are C2-treated to help resist seizure if the fuel quality is
low.
Note!
The high pressure pumps are very sensitive to contaminants. The I/O valve is sensitive to
particles in the fuel.
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10 Delivery pipes
- Unit injectors
- Solenoid valve with conical
pin
- Injector needle with push rod
- Return springs
- Control unit
- Fuel pressure
- Engine electronic control unit

In a common rail system, the connections between the high pressure pumps and common rail
and those between the common rail and injectors function like the link between the injection
pump and injectors.
The high pressure pipes must have a secure seal against leakage at maximum pressure.
The following types of coupling are used:
- Sealing cone and cap nut
- Reinforced internal pipe coupling
All of the parts described previously use a sealing cone with unitary nut
The advantages with this type of coupling are:
- Simple connection to individual fuel injection systems
- The sealing cone can be shaped by the surrounding material
At the end of the high pressure pipes there is a compressed pipe sealing cone. The unitary
nut presses the cone against the high pressure pipe to form a seal. Some versions have an
additional pressure washer. This provides more even pressure from the unitary nut to the
sealing cone. The sealing cone diameter shall not be restricted so that it effects the fuel supply.
The heavily reinforced internal seal is used on unit pumps and common rail system used on
heavy vehicles.
With the internal attachment, it is not necessary to lead the fuel pipes round the cylinder head
for connection to the injectors. This gives shorter fuel pipes with the advantage of simpler
installation and less space requirement.
The bolted connection presses the delivery pipe directly against the injector. This method of
mounting provides a maintenance-free filter to filter away contaminants from the fuel. At the
other end, the pipe is connected to the common rail via a sealing cone and unitary nut
The high pressure pipes must withstand the maximum system pressure as well as pressure
variations, which can be large. The rail is a precision-made steel tube with a special fixed
microstructure. The dimensions are adapted to the pump size. All delivery pipes are formed
without sharp bends. Pipe bends shall not be smaller than 50 mm. The length, diameter and
material thickness of the high pressure pipes effects all injections.
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11 Injector delivery pipe and injector
- Centrally placed injectors
- Fuel channels
8

5
6
- Injector delivery pipe
7
- Copper sleeve
3

2
-
1
-
-
-
1 Screw union 4 Unit injectors 7 Copper sleeve
2 Injector delivery pipe 5 O-ring 8 Yoke
3 Cap nut 6 Copper washer

The pressurised fuel passes through a union in the cylinder head, via the injector pressure pipe
to the injector.
The injectors are centrally positioned between the four valves and are held in place by yokes.
The lower part is separated from the coolant jacket by a copper sleeve. The seal against the
copper sleeve consists of a copper washer.
The injector opening times are controlled via electrical signals.
The lower part of the copper sleeve is enlarged with a drift and sealed with a O-ring at the upper
part. The injector fuel return channel is drilled longitudinally through the cylinder head. O-rings
seal between the injectors and the return channel.
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12 Pressure pipes and common rail
2 - Internal volume, 35 cm³
- 10 mm
3 - Stores pressurised fuel
- Pressure sensor
1

- Safety valve
10 mm - Pressurised pipes must not
be reused
-
1 Common rail 2 Pressure sensor 3 Safety valve

The common rail has an internal volume of 35 cm³ and an internal diameter of 10 mm. Its
function is to store pressurised fuel for the unit injectors. Inside the common rail is a pressure
sensor and a safety valve that will open at 1850-1950 bar. The safety valve protects the high-
pressure side of the fuel system against over-pressure. If the safety valve opens, the pressure
drops to approx. 650-850 bar.
The high pressure pipes are connected between the common rail and the injector delivery pipe.
They must not be reused due to the risk of leakage.
The stored fuel volume in the common rail is calibrated and functions as a damper for the
pressure variations that occur from:
- The pulsating pressure from the high pressure pumps
- The shorter, larger fuel flow to the injectors during injection
A larger volume provides better damping but takes a longer time to build up the pressure in
when starting the engine
The PWM-controlled fuel valve controls the high pressure supply to the common rail. The
pressure in the rail can be controlled between 400 and 1600 bar.
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13 High pressure sensor
- Senses the fuel pressure
- Signals to/from EECU
- Increases pressure
- Opens the safety valve
-
-
-
-

The high pressure sensor senses variations in the fuel pressure in the common rail. Signals
from the sensor go to the engine electronic control unit, EECU. If any faults are detected, the
control unit can order an increase of pressure in the common rail so that the safety valve opens.
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14 Safety valve
- Mechanical safety unit
- Opens at 1850 - 1950 bar
- Normal pressure 1400 - 1600
bar
A B C
- First reduction
650 - 850 bar
- Second position less than
650 bar, limp home

The safety valve is a mechanical safety unit that opens at 1850-1950 bar to protect the system
against overpressure caused by a malfunction. The safety valve is mounted on the common rail.
If the safety valve should open, a pressure of 650-850 bar will remain (depending on engine
speed and load). The engine will continue to run but with reduced output (limp home mode)
A The normal pressure is about 1400-1600 bar with the safety valve closed
B If the pressure reaches 1850-1950 bar, the first stage of the safety valve opens. The
pressure then drops to 650-850 bar. The actual pressure is dependant on engine speed
and loading.
C If the pressure remains above 1950 bar, the second stage of the safety valve opens. The
valve will open completely and the pressure will be less than 650 bar. The engine will run
but with reduced output (limp home).
The safety valve will not open during normal driving conditions.
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15 Injector

A
- Injection
- Pre-injection
- Post-injection
3

B -
1 -
-
2

C -
-
A Control part with solenoid valve 1 Inlet
B Injector body 2 Outlet
C Injector holder 3 Push rod

The injectors are manufactured by Bosch and are sealed units that are not repairable, there are
no spare parts.
The injector comprises an injector body, a nozzle holder with multi-hole nozzle and a control
part with a solenoid valve.
The fuel for the engine comes from the injector and injection comprises three phases, pre-
injection, main injection and post-injection.
All injection phase are performed in the same way.
When the EECU applies power to the solenoid valve, the control chamber is opened for return
fuel via a choke. The pressure in the chamber drops, the injector needle lifts and injection starts.
Since the choke for the output pressure has a greater diameter than that for the input pressure,
the fuel in the control chamber will be evacuated even if the chamber is always connected to the
high pressure side via the choke.
When the power to the solenoid valve is removed, the control valve will return to its seat. The
control chamber will then be filled again via the choke. The pressure in the control chamber
applies a force to the top of the injector needle, which is thus held closed. The injector needle
return spring also helps to keep the needle closed. The injection volume is determined by the
pressure in the common rail, the hydraulic flow past the injector needle and the pulse length
from the EECU.
Pre-injection
Low noise levels and low NOx emissions are best achieved with a common rail system that is
capable of delivering small fuel volumes for pre-injection over the whole load and speed range
of the engine. The pre-injections are only a few percent of the total injection volume.
The result is a 16% reduction of NOx with pre-injection and no increase in the fuel consumption.
An explanation for the lower NOx emissions with pre-injections is not easy. NOx emissions
increase with increased combustion pressure and temperature. Surprisingly, a higher maximum
pressure is obtained with pre-injection than without.
The noise level from the fuel system at full load is approx. 105 dB(A) and 90 dB(A) at idle

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Post-injection
Post-injection is used to reduce NOx emissions. Post-injection of fuel is very small. The EECU
receives information about the quantity of NOx emission and calculates the amount of fuel to
be injected. When the amount of fuel is so little, the control unit calculates the minimum amount
that the injector can inject. When this is done, the fuel is injected at the next possible occasion.
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16 Injection
A
1
2 - Hydraulic balance
3 - Particle sensitivity
- Freely adjustable injection
-
B -
4
5 6
-
7 -
-
1 Pin 4 Choke outlet 6 Needle
2 Solenoid valve 5 Choke inlet 7 Multi-hole nozzle
3 Control valve

The electro-hydraulic design contains a small control valve with hydraulic balance. The injector
needle works by adjusting the pressure between the seat (lower side) and the upper side of the
needle. The solenoid valve controls a valve mounted on the upper side of the injector needle
and controls the pressure on the upper side of the injector needle via a control chamber (a
chamber located on the opposite side of the injector needle)
The injector pressure is determined by the pressure in the common rail, which varies between
400 bar at idle and up to 1600 bar. This pressure presses on the injector needles lift area all the
time.
In a common rail system, the injector needle is always subject to this high pressure. Injection
starts as soon as the injector needle opens. This creates a vulnerability in the common
rail system if a fuel leak occurs. If the injector does not seal properly, fuel will leak into the
compression chamber after injection. If this happens, e.g. if a particle of dirt fastens in the
injector needle seat. The leakage will lead to abnormal compression that can be observed as
engine knocking.
In order to allow the injector needle opening to be freely adjustable (injection time), there is a
solenoid valve that controls the opening time. This is a two-way valve located between the low
pressure side fuel pipe and the injector needle control chamber.
The hydraulic balance above the injector needle is achieved by the two chokes in the hydraulic
construction of the injector. The control chamber is connected to the high pressure side via a
small choke and to the low pressure side via a choke.
A When the EECU applies power to the solenoid valve, the control chamber is opened to
the return line. The pressure in the control chamber drops, the injector needle lifts, and
injection begins. Since the choke for evacuation has a larger diameter than the inlet, the
fuel in the control chamber will be evacuated even if the chamber is always connected to
the high pressure supply.
B When the power is removed from the solenoid valve, the control valve will return to its
seat. The control chamber is refilled via the choke on the inlet. The pressure in the control
chamber presses on the upper side of the injector needle via the control piston, which
holds the needle closed. The return spring also helps to keep the needle closed. The
injection volume is determined by the pressure in the common rail, the hydraulic flow in the
injector needle and the pulse length from the EECU.
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17 Engine speed, torque, fuel pressure
Rail pressure
1600 bar
-
1400 1400 - 1600 -
1200 - 1400
-
1200

1000
1200 - 1000
-
800

600
800 - 1000
400

200
600 - 800

400 - 600
-
Nm
0
-
1300

rpm
2300
1000

2100

-
700

1900

Torque
1600
500

Engine speed
1400
300

1200
200

1000
100
700

At low engine speeds and low power output, the fuel pressure in the common rail is low. At a
higher pressure, the opening time would be too short and the injection would not be able to
handle the short transition.
At higher speeds and loads, the amount of fuel increases and a higher pressure is required for
atomisation of the fuel and a short injection time (approx. 0.002 s) to achieve exact combustion.
The pressure in the common rail can be read off the graph for any torque or engine speed.
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18 Priming the fuel system
- Hand pump
- Manual opening of the
thermostatic valve
-
-
-
-
-

There is a hand pump and a thermostatic valve in the fuel filter holder. The hand pump is used
to prime the fuel system. When priming, the thermostatic valve must be opened manually. Air-
filled fuel is then pumped to the tank instead of back to the system. The thermostatic valve must
be closed manually to allow the hand pump to be closed.
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19 Atomising jets
- High fluid pressure
- Atomising jets
- Physical damage
-
-
-
-
-

In vehicles today, the fuel systems operate at high fluid pressure.

If a leak occurs, atomised jets of fuel can arise that are invisible.
If such a jet hits a person the fluid is forced into the body, and apart from the physical damage
that results, there can be severe inflammation that in some cases leads to amputation, and in
the worst case, death.
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