Mesin Diesel Command Rail

1. Camshaft
2. Valves
3. Piston
4. Fuel-injection system
5. Cylinder
6. Exhaust-gas
recirculation
7. Intake manifold
8. Turbocharger
9. Exhaust pipe
10.Cooling system
11.Connecting rod
12.Lubrication system
13.Cylinder block
14.Crankshaft
15.Flywheel

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a Induction stroke 4. Exhaust valve
b Compression stroke 5. Combustion chamber
c Ignition stroke 6. Piston
d Exhaust stroke 7. Cylinder wall
8. Connecting rod
1. Inlet-valve camshaft 9. Crankshaft
2. Fuel injector 10. Exhaust-valve camshaft
3. Inlet valve
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Diesel common-rail systems

The common-rail system consists of the following main component groups :

 The low-pressure stage, comprising the fuel supply system components.

 The high-pressure system, comprising components such as the high-pressure
pump, fuel rail, injectors, and high-pressure fuel lines.
 The electronic diesel control (EDC), consisting of system modules, such as
sensors, the electronic control unit, and actuators.

The key components of the common-rail system are the injectors. They are
fitted with a rapid-action valve (solenoid valve or piezo-triggered actuator)
which opens and closes the nozzle. This permits control of the injection
process for each cylinder

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 Diesel common-rail systems

1 Fuel return line

2 High-pressure fuel line to injector
3 Injector
4 Fuel rail
1 High-pressure pump
5 Rail-pressure sensor
6 High-pressure fuel line to rail 2 Fuel rail
7 Fuel return line 3 Injectors
8 High-pressure pump

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Common-rail diesel fuel-injection system for cars

A Sensors and setpoint

generators
1. Pedal-travel sensor
2. Clutch switch
3. Brake contacts (2)
4. Operator unit for vehicle-
speed controller (cruise
control)
5. Glow-plug and starter switch
(“ignition switch”)
6. Road-speed sensor
7. Crankshaft-speed sensor
(inductive)
8. Camshaft-speed sensor
(inductive or Hall sensor)
9. Engine-temperature sensor (in
coolant circuit)
10. Intake-air temperature
sensor
11. Boost-pressure sensor
12. Hot-film air-mass meter
(intake air)

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B Interfaces
13. Instrument cluster with
displays for fuel
consumption, engine
speed, etc.
14. Air-conditioner
compressor with operator
unit
15. Diagnosis interface
16. Glow control unit

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Engine management, and high-
pressure fuel-injection
components
17. High-pressure pump
18. Metering unit
25. Engine ECU
26. Fuel rail
27. Rail-pressure sensor
28. Pressure-control valve
(DRV2)
29. Injector
30. Glow plug
31. Diesel engine (DI) M Torque

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C. Fuel-supply system (low-
pressure stage)
19. Fuel filter with overflow
valve
20. Fuel tank with pre-filter and
Electric Fuel Pump,EFP
(presupply pump)
21. Fuel-level sensor

D. Additive system
22. Additive metering unit
23. Additive control unit
24. Additive tank

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E Air supply
32. Exhaust-gas recirculation
cooler
33. Boost-pressure actuator
34. Turbocharger (in this case
with Variable Turbine
Geometry (VTG))
35. Control flap
36. Exhaust-gas recirculation
actuator
37. Vacuum pump

F. Exhaust-gas treatment
38. Broadband lambda oxygen
sensor, type LSU
39. Exhaust-gas temperature
sensor
40. Oxidation-type catalytic
converter
41. Particulate filter
42. Differential-pressure sensor
43. NOx accumulator-type
catalytic converter

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High-pressure components of common-rail system
The high-pressure stage of the common-rail system is divided into three sections: pressure
generation, pressure storage, and fuel metering. The high-pressure pump assumes the
function of pressure generation. Pressure storage takes place in the fuel rail to which the
rail-pressure sensor and the pressure-control and pressure-relief valves are fitted. The
function of the injectors is correct timing and metering the quantity of fuel injected. High-
pressure fuel lines interconnect the three sections.

Common-rail fuel-injection system taking the

example of a four-cylinder diesel engine

1. Hot-film air-mass meter

2. Engine ECU
3. High-pressure pump
4. High-pressure accumulator (fuel rail)
5. Injector
6. Crankshaft-speed sensor
7. Engine-temperature sensor
8. Fuel filter
9. Pedal-travel sensor

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Injector
There are presently three different injector types in serial production:
 Solenoid-valve injectors with one-part armature (1-spring system)
 Solenoid-valve injectors with two-part armature (2-spring system)
 Injector with piezo actuator.

a. Resting position
b. Injector opens
c. Injector closes
1. Fuel-return
2. Solenoid coil
3. Overstroke spring
4. Solenoid armature
5. Valve ball
6. Valve-control chamber
7. Nozzle spring
8. Pressure shoulder of nozzle needle
9. Chamber volume
10. Injection orifice
11. Solenoid-valve spring
12. Outlet restrictor
13. High-pressure connection
Solenoid-valve injector

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1. Injector closed (resting position)
In its resting position, the injector is not triggered (Fig. a). The solenoid-valve spring (11) presses
the valve ball (5) onto the seat of the outlet restrictor (12). Inside of the valve control chamber, the
pressure rises to the pressure in the fuel rail. The same pressure is also applied to the chamber
volume (9) of the nozzle. The forces applied by the rail pressure to the end faces of the control
plunger (15), and the force of the nozzle spring (7) retain the nozzle needle closed against the
opening force applied to its pressure shoulders (8).

2. Injector opens (start of injection)

To begin with, the injector is in its resting position. The solenoid valve is triggered by the “pickup
current”. This makes the solenoid valve open very rapidly (Fig. b). The required rapid switching
times are achieved by controlling solenoid-valve triggering in the ECU at high voltages and
currents.The magnetic force of the now triggered electromagnet exceeds the force of the valve
spring. The armature raises the valve ball from the valve seat and opens the outlet restrictor. After a
short time the increased pickup current is reduced to a lower holding current in the electromagnet.
When the outlet restrictor opens, fuel flows from the valvecontrol chamber to the cavity above and
then via the fuel-return line to the fuel tank. The inlet restrictor (14) prevents a complete pressure
compensation. As a result, pressure in the valve-control chamber drops. Pressure in the valve-
control chamber falls below the pressure in the nozzle chamber, which is still the same as the
pressure in the fuel rail. The reduction in pressure in the valve-control chamber reduces the force
acting on the control plunger and opens the nozzle needle Fuel injection commences.

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3. Injector fully open
The rate of movement of the nozzle needle is determined by the difference in the flow rates
through the inlet and outlet restrictors. The control plunger reaches its upper stop and dwells there
on a cushion of fuel (hydraulic stop). The cushion is created by the flow of fuel between the inlet
and outlet restrictors.The injector nozzle is then fully open. Fuel is injected into the combustion
chamber at a pressure approaching that in the fuel rail.The balance of forces in the injector is
similar to that during the opening phase. At a given system pressure, the fuel quantity injected is
proportional to the length of time that the solenoid valve is open. This is entirely independent of
the engine or pump speed (time-based injection system).

4. Injector closes (end of injection)

When the solenoid valve is no longer triggered, the valve spring presses the armature down and the
valve ball closes the outlet restrictor (Fig. c). When the outlet restrictor closes, pressure in the
control chamber rises again to that in the fuel rail via the inlet restrictor. The higher pressure exerts
a greater force on the control plunger. The force on the valve-control chamber and the nozzle-
spring force then exceed the force acting on the nozzle needle, and the nozzle needle closes. The
flow rate of the inlet restrictor determines the closing speed of the nozzle needle. The fuel-
injection cycle comes to an end when the nozzle needle is resting against its seat, thus closing off
the injection orifices.

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Piezo-inline injector
The design of the piezo-inline injector is divided into its main modules :
 Actuator module (3)
 Hydraulic coupler or translator (4)
 Control or servo valve (5)
 Nozzle module (6)

Construction of the piezo-inline injector

1. Fuel return
2. High-pressure connection
3. Piezo actuator module
4. Hydraulic coupler (translator)
5. Servo valve (control valve)
6. Nozzle module with nozzle needle
7. Injection orifice

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The nozzle needle on piezo-inline injector is controlled indirectly by a servo valve. The required
injected fuel quantity is then controlled by the valve triggering period.

a. Start position
b. Nozzle needle opens
(bypass closed, normal
function with outlet and inlet
restrictors)
c . Nozzle needle
closes (bypass open,
function with two inlet
restrictors)

1. Servo valve (control valve)

2. Outlet restrictor
3. Control chamber
4. Inlet restrictor
5. Nozzle needle
6. Bypass

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In its non-triggered state, the actuator is in the starting position and the servo valve is closed (Fig.
6a), i.e. the high-pressure section is separated from the low-pressure section. The nozzle is kept
closed by the rail pressure exerted in the control chamber (3). When the piezo actuator is
triggered, the servo valve opens and closes the bypass passage (Fig. 6b). The flow-rate ratio
between the outlet restrictor (2) and the inlet restrictor (4) lowers pressure in the control chamber
and the nozzle (5) opens. The control volume flows via the servo valve to the low-pressure circuit
of the overall system. To start the closing process, the actuator is discharged and the servo valve
releases the bypass passage. The control chamber is then refilled by reversing the inlet and outlet
restrictors, and pressure in the control chamber is raised. As soon as the required pressure is
attained, the nozzle needle starts to move and the injection process ends.

Benefits of the piezo-inline injector

 Multiple injection with flexible start of injection and intervals between individual injection
events.
 Production of very small injected fuel quantities for pre-injection.
 Small size and low weight of injector (270 g compared to 490 g).
 Low noise (–3 dB [A]).
 Lower fuel consumption (–3%).
 Lower exhaust-gas emission (–20%).
 Increased engine performance (+7%)

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Injection nozzles
The injection nozzle injects the fuel into the combustion chamber of the diesel engine. It
is a determining factor in the efficiency of mixture formation and combustion and,
therefore has a fundamental effect on engine performance, exhaust-gas behavior, and
noise. In order that injection nozzles can perform their function as effectively as
possible, they have to be designed to match the fuel-injection system and engine in
which they are used.

a. Pintle nozzles
Pintle nozzles are used on Indirect Injection (IDI) engines, i.e. engines that have
prechambers or whirl chambers. In this type of engine, the mixing of fuel and air is
achieved primarily by the whirl effects created inside the cylinder. The shape of the
injection jet can also assist the process. Pintle nozzles are not suitable for direct-
injection engines as the peak pressures inside the combustion chamber would open the
nozzle.

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 1. Stroke-limiting shoulder
Inside the nozzle body is the nozzle
2. Ring groove
needle (3) It is pressed downwards by 3. Nozzle needle
the force FF exerted by the spring and 4. Nozzle body
the pressure pin in the nozzle holder so 5. Pressure chamber
that it seals off the nozzle from the 6. Pintle shoulder
combustion chamber. As the pressure of 7. Pintle
the fuel in the pressure chamber (5) 8. Injection orifice
increases, it acts on the pressure 9. Seat lead-in
shoulder (6) and forces the nozzle 10. Inlet port
needle upwards (force FD). The pintle 11. Nozzle-body shoulder
lifts away from the injector orifice (8) 12. Nozzle-body collar
and opens the way for fuel to pass 13. Sealing face
through into the combustion chamber 14. Pressure pin
15 Pressure- pin contact
(the nozzle “opens”; opening pressure
face
110...170 bar). When the pressure
drops, the nozzle closes again. Opening FF Spring force
and closing of the nozzle is thus FD Force acting on
controlled by the pressure inside the pressure shoulder due
nozzle. to fuel pressure

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Hole-type nozzles
Hole-type nozzles are used on engines that operate according to the Direct-Injection process (DI). The
position in which the nozzles are fitted is generally determined by the engine design. The injection
orifices are set at a variety of angles according to the requirements of the combustion chamber. Hole-
type nozzles are divided into:
 Blind-hole nozzles
 Sac-less (vco) nozzles 1.Stroke-limiting shoulder
2. Fixing hole Pressure
shoulder
1. Shoulder
4. Secondary needle guide
2. Seat lead-in
5. Needle shaft
3. Needle-seat face
6. Injection orifice
4. Needle tip
7. Nozzle cone
5. Injection orifice
8. Nozzle body
6. Rounded tip
9. Nozzle-body shoulder
7. Cylindrical blind hole
10. Pressure chamber
(dead volume)
11. Inlet passage
8. Injection orifice
12. Needle guide
leading edge
13. Nozzle-body collar
9. Neck radius
14. Sealing face
10. Nozzle-cone taper
FF Spring force
11. Nozzle-body seat face
FD Force acting on pressure
12. Damping taper
Blind-hole nozzle shoulder due to fuel
pressure

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Sac-less (vco) nozzles
In order to minimize dead volume and therefore HC emissions – the injection orifice exits
from the nozzle-body seat face. When the nozzle is closed, the nozzle needle more or less
covers the injection orifice so that there is no direct connection between the blind hole and
the combustion chamber. The blindhole volume is considerably smaller than that of a blind-
hole nozzle. Sac-less (vco) nozzles have a significantly lower stress capacity than blind-
hole nozzles and can therefore only be produced with a spray-hole length of 1 mm. The
nozzle tip has a conical shape. The injection orifices are generally produced by
electroerosion. Special spray-hole geometries, secondary needle guides, and complex
needle-tip geometries are used to further improve spray dispersal, and consequently mixture
formation, on both blind-hole and sac-less (vco) nozzles.

Sac-less (vco) nozzle

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High-pressure pumps
1. Radial-piston pump
The drive shaft in the housing mounted in a central bearing. The pump elements (3)
are arranged radially with respect to the central bearing and offset by 120°. The
eccenter (2) fitted to the drive shaft forces the pump plunger to move up and down.
Force is transmitted between the eccentric shaft and the delivery plunger by means
of a drive roller, a sliding ring mounted on the shaft eccenter, and a plunger base
plate attached to the plunger base plate.

1. Drive shaft
2. Eccenter
3. Pump element with pump plunger
4. Inlet valve
5. Outlet valve
6. Fuel inlet

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2. In-line piston pump
With an in-line design, i.e. the two pump plungers are arranged adjacently). A gear pump
with a high gear ratio is located on the camshaft extension. Its function is to draw fuel
from the fuel tank and route it to the fine filter. From there, the fuel passes through
another line to the metering unit located on the upper section of the high-pressure pump.
The metering unit controls the fuel quantity delivered for compression dependent on
actual demand in the same way as other common-rail high-pressure pumps of the recent
generation.

1. Zero delivery restrictor

2. Metering unit
3. Internal gear
4. Pinion
5. Gear presupply pump
6. High-pressure connection
7 Two-part inlet/outlet valve
8. C-coated plunger
19. Plunger return spring
10. Oil inlet
11. C-coated roller bolt
12. Concave cam

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Fuel rail (high-pressure accumulator )
The function of the high-pressure accumulator (fuel rail) is to maintain the fuel at high
pressure. In so doing, the accumulator volume has to dampen pressure fluctuations
caused by fuel pulses delivered by the pump and the fuel-injection cycles. This
ensures that, when the injector opens, the injection pressure remains constant. On the
one hand, the accumulator volume must be large enough to meet this requirement. On
the other hand, it must be small enough to ensure a fast enough pressure rise on engine
start. Simulation calculations are conducted during the design phase to optimize the
performance features. Besides acting as a fuel accumulator, the fuel rail also
distributes fuel to the injectors

1. Fuel rail
2. Pressure-control valve
3. Return line from fuel rail to
fuel tank
4. Inlet from high pressure pump
5. Rail-pressure sensor
6. Fuel line to injector

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