COMMON RAIL DIRECT

INJECTION SYSTEM

Prepared BY: Mr.N.M.Patel

Automobile Dept.
ADIT
SOMETHING ABOUT OLD DIESEL
ENGINE: -
 IT’S DISADVANTAGES: -

 Most diesel engine-powered vehicles are perceived to be

 Noisy

 Highly pollutive and

 Have very uncomfortable riding qualities

 IT’S ADVANTAGES: -

Diesel vehicles have positive points, too like

 Cheaper price of fuel

 Produce more torque

 Are better load luggers like buses and trucks

 They allow higher compression and, in that respect, are

better than gasoline on the efficiency front
INTRODUCTION:
 CRDi is an acronym used by some major automobile
manufacturers for the revolutionary Diesel fuel delivery system
called Common Rail Direct Injection.

 Pressure up to 1700 bars in maintained in the common fuel rail

which has Piezo injectors which allow diesel to be directly
injected into the combustion chamber at this high pressure.

 Instant atomisation takes place and this spray is very fine and
evenly distributed aiding efficiency and power delivery.

 Very sophisticated and brainchild of a Mr. Hiber of Switzerland. It

was introduced commercially by Denso Corporation of Japan and
in the 90's all major european passenger vehicle manufacturers
used this technology to get more refined, powerful and fuel
efficient Diesel engines into the demanding market.
 OPERATING PRINCIPLE
 A feed pump delivers the fuel through a filter unit to the high pressure
pump.

 The high-pressure pump delivers fuel to the high-pressure accumulator

(the rail).

 The injectors inject fuel into the combustion chamber when the solenoid
valve is actuated.

 Because the injection pressure is independent of engine speed and

load, the actual start of injection, the injection pressure and the duration
of injection can be freely chosen from a wide range.

 The introduction of pilot injection, which is adjusted depending on

engines needs, results in significant engine noise reduction, together
with a reduction in NOX emissions.

 The pressure in the system is controlled by the actuator.

 MAIN PARTS OF THE COMMON RAIL
SYSTEM
 ELECTRONIC PUMPS FOR TANKS 

 HIGH PRESSURE PUMPS 

 PRESSURE REGULATOR

 RAIL – HIGH PRESSURE ACCUMULATOR

 CONNECTION PIPES

 ELECTRONIC INJECTORS
ELECTRONIC PUMP TANK
 The main trigger pump of fuel is
situated in the tank inside a sump
containing a filter with a sensor for
indicating the level of fuel.

 A pump inhales the fuel from the

tank and continuously sends the
quantity of requested fuel towards
a high-pressure pump by making it
pass first through the fuel filter that
purifies it for any impurity.

 It has two valves: a non-return one

in order to prevent the emptying of
the circuit and a safety one which
limits the pressure to a maximum
value of 5 bar.
HIGH PRESSURE MECHANICAL PUMP

 The high-pressure pump is

used for compressing the fuel
at high pressure and sending it
at pressurized stage towards
the rail. 

 The high pressure is obtained

from the action of three small
pistons being arranged in
radial position (radial jet) at an
angular distance of 120° and
thanks to their action; they
generate a pressure from a
minimum of 150 bar to 1350
bar and even more among the
pumps of latest generation.
PRESSURE REGULATOR
 The regulating valves for the pressure
is fixed on the body of the high
pressure pump or Rail and has the
function to regulate and maintain the
pressure in the Rail according to the
loading condition of the engine.

 In case the pressure is too high, the

valve will open in order to make part of
the fuel flow from the Rail to the tank;
in case of too much low pressure in the
Rail, the valve will close itself
separating in this way the high
pressure side from the low pressure
one. 

 The variation of pressure is carried out

by regulating the flow of fuel going back
to the tank.
RAIL – HIGH PRESSURE ACCUMULATOR
 This tank develops the
function of accumulating the
fuel at high pressure, mitigating
the pressure oscillations
caused by the opening and
closing of the injectors and by
the constant discharges of the
pump. 

 The pressure remains almost

constant in the rail even in
case there is an injection of a
remarkable quantity of fuel.

 On the rail it is possible to fit a

capacity limit valve, a rail
pressure sensor, a valve
regulating and limiting the
pressure.
ELECTRONIC INJECTORS

 The fuel is transferred from

the Rail through some
connection pipes to the
electronic injectors which are
composed of a top part which
includes an electromagnetic
valve and electric control
device; and a low part
including a mechanical
injection device and the nozzle
which is instructed by an
electromagnetic valve –inject
the correct amount of fuel
directly into the combustion
chamber of the engine.
Single Injection (Conventional)

Pilot Injection
(First-Generation Common Rail)

Multiple Injection
(Five Times)
 Conventional Injection

0 microsec 100 microsec 200 microsec 300 microsec

Common Rail Direct Injection

0 microsec 100 microsec 200 microsec 300 microsec

ADVANTAGES
 CRDi is one of the most advanced diesel technologies in the world, and
combines both performance and fuel economy.

 It has higher fuel efficiency and improved drive quality and is far quieter
than other conventional diesel engines.

 CRDi electronically controls the engine pressure, fuel quantity and injection
timing to give better fuel efficiency and at the same time reduces nitrogen
oxide and particulate emissions, thereby making it extremely environment
friendly.

 Common rail system can allow multiple injections. The efficiency of the
catalytic converter is increased since the hot exhaust destroys unburned
hydrocarbon. As active lean catalysts are developed, NOx emission will also
be reduced by appropriate post injection. Now it is possible to have five
injections - two pilot, one main and two post injections. With such a CRDI,
quietness of a petrol engine can be achieved.
DISADVANTAGES
 On the flip side, spares and labour costs, especially of the new generation
CRDi engines, are on the higher side and therefore, for daily short hops
within the city the petrol engine holds the cost-per-km advantage.

 These drawbacks mask the inherent virtues of superior fuel efficiency and
higher mileage even at part-loads and speeds, which are characteristic
features of diesel vehicles to be driven under varying speeds and loads
situations in service.

 The pressure build up and release is done through every power stoke. Fuel
reaches the injector through long tubes with pressure waves traveling back
and forth till the valve opening pressure is reached causing another injection
delay.

 Fuel delivery and atomization is not precise causing combustion delay. No

wonder, there is scope for incomplete combustion, soot and gaseous
emission and characteristic combustion noise.
THE END