Electronic Common Rail Direct Injection (CRDI),

(CRDI)
Technology

Dr. J.
Dr J S.
S Dureja
Professor

(Department of Mechanical Engineering,

Punjabi University Patiala)

Dr. J. S. Dureja 14th Oct., 2020

Requirements for shifting to CRDI technology

 Diesel engine technology has advanced by seeming light‐years over

the last
th l t decade
d d or so. Gone
G are the
th days
d off sulfur
lf laden
l d black,
bl k sooty
t
diesel smoke spewing out of the stacks of trucks and buses thus
clogging our airways. These are now just a memory.

 Though diesels have always been very fuel efficient, stringent

emissions laws and expectations of performance by the car buying
public have forced developments that have taken the lowly diesel
from an embarrassment to be endured all the way to clean air and
economical powerhouse champions.
 Old Mechanical Injection‐an overview
 Diesels of yore relied on a simple and effective ‐ yet not altogether
efficient and accurate method of distributing fuel to the engine's
combustion chambers.
 The fuel pump and injectors on early diesel engines were completely
mechanical, though precision machined and ruggedly built,
mechanical built the working
pressure of the fuel system was not sufficiently high enough (injection
pressure of 100‐125 bar for IDI and 200 bar for DI) to render a sustained
and well‐defined spray pattern of fuel.
 In these old mechanical systems, the pump had to do double duty‐‐not
only supplying fuel system pressure,
pressure but also acting as the timing and
delivery device (pump pressure forced the mechanical injectors to open).
 Additionally,
y these elementaryy systems
y relied on simple
p mechanical
inputs (there were no electronics yet) such as fuel pump RPMs and
throttle position to meter their fuel delivery.
Mechanical Injection pump working

1.Cam
2. Roller Follower
3.Return spring
4. Plunger Element
5 Barrel
5.Barrel
6. Supply Port and Spill Ports
7.Delivery Valve
8.Delivery Passage
9.Nozzle Body
10.Orifice
11.Nozzle Valve
12.Nozzle Body
Mechanical Injector’s working
 Mechanical Injection‐Contd.
 Due to low
l injection pressure, old
ld mechanical
h l injection system often
f d l
delivered
da
shot of fuel with a poor and ill‐defined spray pattern that was either too rich
(most often) or too lean, that resulted in either a rich belch of sooty black
smoke or insufficient power and a struggling vehicle.
 To make matters worse, the low pressure fuel had to be injected into a pre‐
chamber to ensure proper atomization of the charge before it could mosey into
the main combustion chamber to do its work. Hence the term indirect‐injection.
And if the engine was cold and the outside air was cold, things really got
lethargic.
lethargic
 Though the engines had glow plugs to help them start, it would take several
minutes of running time before they were sufficiently heat soaked to allow
smooth running .
 Since there is no spark to initiate combustion, the fuel must be introduced to
the heat as an extremely fine mist in order to properly ignite.
 Combustion phenomenon in Mechanical Injection system
 Another requirement
q for shiftingg over to electronic diesel injection
j was the nature of fuel
combustion in diesel engines. The actual combustion process is normally considered to take
place in the three distinct phases namely
((1)) Delayy p
period
(2) Uncontrolled combustion and
1 2 3
(3) Controlled combustion.

 Delay period is divided into two parts

‐the physical delay or the mixing
period and the chemical delay or the
interaction period. During physical
delay, the fuel particles are atomized
and vaporized. The fuel thoroughly
mixes with air and is raised to self
ignition temperature. During the
chemical delay, certain chemical
reactions start between the fuel and
air.
 The fuel which enters the cylinder during delay period gets properly atomized and vaporized.
The finally divided particles of fuel get enough time to have intimate contact with the oxygen of
air.
 Consequently when the actual combustion starts the fuel gets burnt in an uncontrolled manner
and the pressure rise in the cylinder takes place at an enormous rate.
rate Due to rapid increase in
pressure, a sudden load is applied to the engine structure and this may result in fatigue failure of
the engine components.
 The engine has a rough running and produces a violent noise called diesel knock. The knock
results in a drop in the engine power and efficiency. The growth of pressure rise dP/dα (kgf/cm2
per degree crank travel) is influenced by the delay angle (angle turned during the delay period),
the amount of fuel evaporated during delay period, degree of turbulence, the penetration of fuel
throughout the cylinder and its proper mixing with air. If the delay period is long, there will be
enough time for evaporation of fuel and its mixing with air.
 So for smooth running of the engine, the delay period must be minimum or the accumulation
of fuel during this period should be minimized.
 The New Way: Electronic Common Rail Direct Injection
 In modern CRDI engines, The fuel is supplied during delay period (Pilot injection) in
number of stages, avoiding its accumulation in 1st phase thus converting uncontrolled
combustion during 2nd phase into controlled combustion similar to third phase,
achieving gradual pressure rise,
rise noise free operation,
operation better pick up/quick response and
highest fuel economy along with reducing exhaust emissions.
 In order to control engine vibrations, (which occur as a result of high pressure
fluctuations in old mechanical DI systems) the ECU in CRDI system injects a small
injection volume (Pilot injection‐Multiple injections: 5‐10 per combustion cycle) during
1st and 2nd phase just before the main injection (Post Injection:1 injection/cycle)
during 3rd phase, optimizing the injection timing and quantity for variations in charge
quality
l as wellll as reducing vibrations.
b
 Old Mechanical DI systems were CAM driven so the injection pressure was
proportional to engine speed meaning that highest injection pressure could only be
achieved at the highest engine speed.
speed The maximum achievable injection pressure
decreased as the engine speed decreased. Only one injection event could be performed
due mechanical nature and inertia of parts involved. Moreover, the injection pressure
was not uniform thought g the injection
j cycle,
y , as the injection
j started with opening
p g of
delivery valve of injection pump and nozzle at preloaded spring pressure but decreased
gradually towards completion of cycle due to being cam driven.
 Modern diesels owe their resurgence in popularity to advances in fuel delivery and engine
management systems that allow the engines to return power, performance and emissions
equivalent to their gasoline counterparts,
counterparts while simultaneously producing superior fuel
economy.
 It's the high pressure fuel rail and the computer controlled electronic injectors that make
all the difference. In CRDI system,
y , the fuel p
pump
p charges
g the fuel rail at a ppressure of
up to 25,000 psi (2000 bar)‐‐but unlike indirect injection pumps‐‐it is not involved in
fuel discharge. Under the control of the onboard computer, this fuel quantity and
pressure accumulates in the rail independently of variable engine speed and load
giving
i i square injection
i j ti pattern.
tt
 Each fuel injector is mounted directly above the piston within the cylinder head (there
is no pre‐chamber) and is connected to the fuel rail by rigid steel lines that can
withstand the high pressure.
pressure This high pressure allows for a very fine injector orifice
that completely atomizes the fuel and precludes the need for a pre‐chamber.
 The actuation of the injectors comes via a stack of piezo electric crystal wafers that
move the jet needle in tiny increments allowing for the spray of fuel. Piezo crystals
function by expanding rapidly when an electric charge is applied to them. Like the fuel
pump, the injectors are also controlled by the engine computer and can be fired in
rapid succession (multiple injections/cycle) several times during the injection cycle.
 Through these developments and improvements, the modern common rail direct
injection diesel engine is quieter, more fuel efficient, cleaner, and more powerful than
the indirect mechanical injection units they have replaced.
Common Rail Diesel Fuel Systems
Examples of typical common rail system maximum fuel pressures:
Bosch
 Generation 1: up to 1350 bar (19845 psi). Unijet
 Generation 2: up to 1600 bar (23520 psi) EDC 16
 Generation 3: up to 2000 bar + (29400 psi)
Denso
 1st generation: up to 1450 bar (21315 psi) ECD‐U2P
 2nd generation: 1800 bar + (26460 psi) HP3/HP4
/
Delphi
 Multec: up
p to 2000 bar, Direct actingg diesel common rail system:
y up
p to 2000
bar
 Various systems differ in design, components layout and specific functions.
However,, all operate
p in a similar way.
y
 The fuel system
High Pr. Delivery
 Low pressure supply circuit
Fuel rail pr. control valve

High Pr. Pump  High Pressure Delivery circuit

Fuel metering

Low Pr. Supply

control valve  Fuel leak back & return
Common Rail
Fuel rail Pr. Sensor
Fuel Filter

Electric Fuel Pump

Fuel Injectors

Fuel Leak back and return

B h EDC16 CRDI S
Bosch System
t
The High Pressure Pump

P
Pump h severall pumping
has i chambers
h b
The High Pressure Pump working
Transfer Pump
Transfer Pump
Fuel Metering Control Valve/Supply Control Valve

When solenoid de energized, valve is open = LOW fuel volume intake to pump.
When solenoid energized, valve is closed = HIGH fuel volume intake to pump.
 Fuel Intake Control to High Pr. Pump by SCV
• The fuel pressure that is created in the supply pump various according to driving conditions from
20MPa at idling to as high as 135MPa during high load high speed operations. The fuel supplied by
the high pr. Pump is controlled by the fuel supply/intake control valve and check valve. The SCV
regulates the volume of fuel that enters the high pressure pump plungers.
• During the suction stroke the longer the suction valve remains open the more the volume of fuel
that enters the pump plungers. Because the large volume of fuel is pumped the fuel pressure
becomes high.
• During the suction stroke, if the suction valve remains open for shorter period, only a small
volume of fuel could enter the p
pumpp p
plungers
g and fuel p
pressure become low. Thus the ECU controls
the opening of SCV so that an appropriate fuel pressure can be reached.
• At high load and speed conditions since more fuel needs to be injected per combustion cycle,
thereby drawing more fuel from common rail and decreasing its pressure, this necessitates that the
SCV be kept open for longer so that more fuel is fed to high pr. pump plungers to achieve high
ppressure to compensate
p for decreased common rail p
pressure owing
g to high
g consumption.
p The ECU
regulates the SCV based on feed back signals from various sensors like: Accelerator pedal position
sensor (APP), Crank shaft position sensor (CKP) etc.
Fuel Metering Control Valve
1. Pump piston

2. Pressure valve

3. To common rail

4. Suction valve

5
5. Return

6. Safety valve

7. Feed (from the tank)

8. Gear pump

9. Fuel metering control valve

10. Throttle bore

11. Control piston

12. Lubricating-oil bore

13. High-pressure pump

When solenoid energized, valve is closed = HIGH fuel volume intake to pump.
Fuel Metering Control/Supply Control Valve Circuit
1. Pump piston

2. Pressure valve

3. To common rail

4. Suction valve

5. Return

6. Safety valve

7. Feed (from the tank)

8. Gear pump

9. Fuel metering control valve

10. Throttle bore

11. Control piston

12. Lubricating-oil bore

13. High-pressure pump

When solenoid de energized, valve is open = LOW fuel volume intake to pump.
Merits of Fuel Intake Control
• Only the required volume of fuel is supplied to the common rail from the high
pressure pump.....
• Reduced fuel flow around system results in lower fuel return flow temperature.....
• Reduced parasitic load on engine from high pressure pump contributes towards
further reductions in exhaust emissions.
 High Pressure Regulator Valve
Fuel cooler is required to
cool the return fuel flow.

High Pressure fuel delivery to

Common rail

High Pressure Regulator Valve

Fuel Return
(to fuel tank)

Low Pressure fuel inlet

(from fuel tank)

 Fitted to back of HP pump, Controls high pressure fuel delivery to common

rail.
il
 Excess fuel returns to tank.
High Pressure Accumulator (The Common Rail)
• Fuel is supplied to the common rail at high pressure from the high pressure pump.
pump
• The rail stores the fuel and distributes it to the individual injectors.
• It also damps pressure vibrations caused by the high pressure pump and injection processes.
• Typical volume of fuel held in common rail: 16 – 20cm³.
• Typical fuel rail pressure with engine idling and at running temperature:
• approximately between 300 – 400 bar (4410 – 5880 psi)
• Typical maximum possible fuel rail pressure: approximately between 1600 – 2000 bar
(23520 – 28400 psi)

High Pressure Accumulator Common Rail

Fuel Rail Pressure Sensor
• Monitors the fuel pressure in the
common rail, Typically a piezo
resistive type sensor.
• Connected by three wires:
• 5 Volt supply from engine ECM.
• Sensor ground via engine ECM. Common Rail

• Linear signal voltage output to

ECM
ECM.

• Signal utilization:
• To enable the engine ECM to determine the fuel rail pressure.....
• Used by the ECM as part of the calculation for the % duty cycle applied to the rail
pressure control
t l solenoid
l id andd fuel
f l metering
t i solenoid.
l id
Fuel Rail Pressure Sensor
Rail Pr. Limiter valve (Mechanical)
• A mechanical pressure limiter valve is fitted to some systems.
• It is located at the end of the fuel rail.
• Its function is to relieve rail pressure if abnormally high system pressure is generated.
generated
• If excessive fuel pressure is generated, the valve opens a fuel return port and excess fuel is
returned back to the fuel tank
Fuel Return Line
Valve opens at 230 MPa (2300 bar)
Valve closes at 50 MPa (500 bar)

Rail Pressure Limiter valve (Mechanical)

Fuel rail pressure control valve (solenoid)
• A rail pressure control valve
solenoid is fitted to the common rail
Fuel Return
on some systems
• The valve controls fuel pressure by
opening and closing a return port in Rail Pr. Control Valve
(Solenoid)
the rail.
rail
• Excess fuel returns to the fuel tank
via the fuel return.
• Receives battery voltage supply
from engine ECM.
• Energized by engine ECM via a negatively triggered PWM.
PWM
• Operating frequency: approximately 1000Hz
• Used in conjunction with fuel metering solenoid, the rail pressure solenoid provides more
accurate and faster control of pressure, particularly when reducing rail pressure during
overrun.
Fuel rail pressure control valve (solenoid)‐ Circuit
Fuel Injectors

• Fuel Injectors are controlled either by a solenoid or piezo actuator.

• They are energized sequentially by engine ECM.
• The ECM simultaneously switches a line voltage supply and an earth for each injector.
• Multiple injections per cylinder combustion are possible.
Fuel Injectors

Piezo Fuel Injector

Fuel Injectors working

Fuel Supply
from High
Pr. Pump
Fuel Injectors working‐Contd.

Fuel spray
Into
cylinder
Fuel Injectors working‐Contd.
Fuel supply from High Pr
Pr. Pump
• Fuel pressure is supplied to the injector needle seat area and also to a small
chamber above the injector
j piston
p via a calibrated inlet port.
p
Fuel spray Into cylinder
• When the solenoid is energized, the injector valve opens.
• Fuel pressure is relieved above the injector piston and returns to the fuel tank via
the injector leak back (return) ports. This creates a pressure difference above and
below the injector piston.
• Fuel pressure below the injector needle lifts the needle thereby injecting the fuel
into the cylinder.
• Maximum stroke of solenoid valve: approximately 50 micrometers (0.05 mm).
Diesel Piezo Injectors working
Engine Management System
How does the ECU determines the injection volume and timing.
Injection Volume
• The
Th ECU calculates
l l t theth basic injection volume
ol me andd maximum
i i j ti volume,
injection l andd whichever
hi h i
is
the smaller is the actual injection volume. The basic injection volume is calculated from Accelerator
pedal position (APP) signal and engine rpm (CKP) signal as explained below. From these two
signals the actual injection volume required by the driver is calculated.

• The maximum injection volume is calculated based on signals from actual intake air volume
(IMP or IAF),
IAF) intake air temperature (IAT),
(IAT) fuel temperature,
temperature Coolant temperature (CT) sensor in
addition to engine rpm (CKP) signal as explained below. The amount of fuel that can be burnt
completely is calculated.

APP
Actual Injection Volume
• These two calculated values (i.e. basic injection volume and
the max. injection volume) are than compared and the ECU
determines the smaller of the two to be the actual injection
volume that would burn completely and not generate smoke.
smoke

Injection Timing
• The ECU in addition to controllingg the injection
j
volume also controls the injection timing. The
injection timing is calculated based on the basic
i j ti
injection ti i
timing calculated
l l t d from
f APP andd CKP
signals, to which corrections are made for intake
manifold pressure signal and coolant/water
temperature sensor signal.
Comparison of CRDI and Old Mech. DI Injection patterns
The pilot injection is the small amount of fuel that is injected before the main just before the main
injection (Post Injection) accordingly when the main injection starts, the fuel that was injected
beforehand (Pilot injection-Multiple injections: 5-10 per combustion cycle) is already burning and
serves to smoothly ignite the fuel of main injection as a result a sudden rise in cylinder pressure
(second phase of combustion) is restrained thus enhancing the quieter engine operation.

Only one
Injection/cycle

Abrupt pr.
Gradual Pr. rise
Rise
in II phase

CRDI INJECTION PATTERN MECHANICAL DI INJECTION PATTERN

Bosh CRDI System working
Toyota CRDI System
Th k
Thanks