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contains important safety guidance and information that is necessary for proper system functioning and which it is imperative to follow. Information status and national variants Vehicles made by Rolls-Royce Motor Cars Limited meet the highest demands with regard to safety and quality. Changes in terms of environmental protection, customer benefits and design make it necessary to develop systems and components on a continuous basis. Consequently, this may result in differences between the content of this document and the vehicles available in the training course. As a general principle, this document describes left-hand drive vehicles in the European version. Some controls or components are arranged differently in right-hand drive vehicles than those shown on the graphics in this document. Further discrepancies may arise from market-specific or country-specific equipment specifications. Additional sources of information Further information on the individual topics can be found in the following: in the Owner's Handbook in the Integrated Service Technical Application.
Contact: shri@rolls-roycemotorcars.com 2009 Rolls-Royce Motor Cars Limited, United Kingdom Reprinting, also of excerpts, only with the consent in writing of Rolls-Royce Motor Cars Limited, United Kingdom The information in the document is part of the Rolls-Royce technical training course and is intended for its trainers and participants. Refer to the latest relevant Rolls-Royce information systems for any changes/supplements to the Technical Data. Status of the information: July 2009 VH-23/International Technical Training
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Air intake and exhaust system....................................................................................................................................................................................................... 30 5.1. Intake air duct............................................................................................................................................................................................................................................... 31 5.2. Turbocharging................................................................................................................................................................................................................................................. 31 5.2.1. Exhaust turbochargers............................................................................................................................................................................. 31 5.2.2. Charge air cooling........................................................................................................................................................................................... 35 5.2.3. Load control.............................................................................................................................................................................................................. 36 5.3. Intake manifold............................................................................................................................................................................................................................................. 38 5.4. Exhaust system.............................................................................................................................................................................................................................................39 5.4.1. Exhaust manifold................................................................................................................................................................................................ 39 5.4.2. Exhaust re-treatment..................................................................................................................................................................................39 5.4.3. Secondary air system................................................................................................................................................................................. 40 Vacuum system................................................................................................................................................................................................................................................................. 42 6.1. Structure..................................................................................................................................................................................................................................................................42 Fuel system................................................................................................................................................................................................................................................................................ 44 7.1. Basic principles of direct fuel injection.............................................................................................................................................................. 44 7.1.1. Homogeneous direct fuel injection....................................................................................................................................44 7.2. Direct fuel injection of the 2nd generation............................................................................................................................................... 45 7.2.1. Overview and function............................................................................................................................................................................45 7.3. High pressure pump........................................................................................................................................................................................................................... 47 7.3.1. Hydraulic circuit diagram.....................................................................................................................................................................49 7.4. Injectors.................................................................................................................................................................................................................................................................... 50 7.4.1. Structure of the piezo injector................................................................................................................................................. 52 7.4.2. Fuel injection strategy...............................................................................................................................................................................55 7.4.3. Injector control and adaptation............................................................................................................................................... 56 7.4.4. Injector adaptation.......................................................................................................................................................................................... 56 7.5. Emergency operation of the direct fuel injection............................................................................................................................ 57 Engine electrical system................................................................................................................................................................................................................................58 8.1. Control unit...................................................................................................................................................................................................................................................... 58 8.2. Sensors....................................................................................................................................................................................................................................................................... 58 8.2.1. Exhaust gas oxygen sensors........................................................................................................................................................... 58
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Other details such as a volumetric-flow-controlled oil pump or camshaft drive with an innovative toothed sleevetype chain make this engine an extremely efficient, comfortable and still powerful drive source quite simply effortless performance.
[mm]
54
54
[RON]
98
95
EURO 5 ULEV II
The closed-deck design and the screw connection of the cylinder heads in the floor plates of the cylinder housing ensure high rigidity and low deformation of the exposure-honed cylinder liners. The crankcase with lowered side walls (deep skirt) has a double main bearing screw connection with additional side wall connection by means of threaded support sleeves and bolts to absorb the lateral forces from the crankshaft drive on a V-engine. Between the cylinders in the hot zone, there are coolant bore holes for to cool the bridge. In order to keep the losses due to pumping in the crankcase to a minimum, there are one to six ventilation bore holes in each of the bearing seats. Separated channels for the oil return from the cylinder heads and for crankcase ventilation have enabled a reduction in the proportion of oil in the blow-by gases. The torque converter is bolted onto the flywheel through an opening in the converter housing with six bolts at an angle of 30 in relation to the horizontal. This makes it easier to replace the transmission.
Index 1 2 3 4 5 6 7 8 9
Explanation Throttle valve Ventilation duct Oil return Crank chamber Oil sump Duct to the intake pipe Pressure control device Oil separator Oil outlet
Index 1 2 3 4 5 6 7
Explanation Duct to the intake plenum Cylinder head cover Labyrinth Ventilation duct out of the cylinder head Oil return Oil separator housing Cyclone
The oil mist drawn in from the crankcase is fed through the labyrinth. This is where an initial separation of the oil takes place, as it attaches to the walls of the labyrinth and flows off. The flowing blow-by gas is swirled in the cyclones. The centrifugal forces cause the heavy oil to be deposited on the walls of the cyclone and it drips from there into the oil outlet; the lighter blow-by gas is extracted from the centre of the cyclone. From there, the cleaned blow-by gases are delivered to the intake plenum. Crankcase ventilation, naturally aspirated operation The standard function can only be used also long as there is a vacuum in the air intake system, i.e. with naturally aspirated engine operation.
Index A B C D
As soon as the pressure in the differentiated air intake system rises as a result of charging, it is no longer possible to introduce the blow-by gases by this path. As there would be a danger that the charging pressure is introduced into the crankcase, a non-return valve is fitted in the line to the air intake system. As there is a risk with high vacuums that oil is drawn into the intake system via the crankcase ventilation, this area of the crankcase ventilation must be fitted with pressure limitation. This is implemented in the N74 engine with a restrictor that limits the flow and therefore also the pressure level in the crankcase ventilation. The ventilation during naturally aspirated operation takes place via a line from the cylinder head cover to the air intake system, as the following diagram shows. The restrictor for pressure limitation is integrated in the non-return valve to the intake system. During naturally aspirated operation, ventilation is only via the separator in cylinder bank 2. This is called register ventilation and it increases the extent of separation of the oil separator in partial load operation. The crankcase is ventilated in the counterflow via the separator of cylinder bank 1. This ventilation with fresh air removes water and fuel components from the crank chamber more effectively, increasing the service life of the oil and reducing the moisture (emulsion formation) in the lines. It also reduces the danger of freezing. The N74 engine does not require heating for the crankcase ventilation. The ventilation is implemented through a bore hole in the non-return valve towards the clean air pipe of cylinder bank 1.
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Index 1 2 3 4 5 6 7
Explanation Inlet from oil separator, bank 2 Non-return valve Outlet to air intake system, cylinder bank 2 Outlet to air intake system, cylinder bank 1 Non-return valve Inlet from oil separator, bank 1 Bore hole for ventilation in the counterflow 11
For normal engine operation, the crankcase ventilation ensures a vacuum of maximum 70 mbar in the crankcase. During catalytic converter heating, higher vacuums can also occur. Crankcase ventilation, charged operation During charged operation, the pressure in the air intake system rises, thus closing the non-return valve. As there is a vacuum in the clean air pipe in this operating range, it opens the non-return valve to the clean air pipe and the blow-by gases are fed via the compressor of the exhaust turbocharger and charge air cooler into the air intake system.
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Index A B C D
If blue smoke emerges from the exhaust system, it must be checked whether the engine is taking oil into the combustion chamber via the crankcase ventilation, which indicates a fault in the area of the crankcase ventilation. A clear indication of this is oil contamination inside the clean air pipe.
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2.2.3. Pistons
The Alusil cylinder barrels mean the pistons are iron-coated. This is a common part for both cylinder banks.
Before removal, the chain tensioner must be fully retracted and secured with the special tool supplied for the purpose. In this connection, follow the procedure in the repair instructions. The oil spray nozzles for timing chain lubrication are integrated in the chain tensioners.
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Index 1 2 3 4 5 6 7 8
Explanation Valve lift [mm] Crank angle [CA] Exhaust valve opens Intake valve opens Opening period, exhaust valve Exhaust valve closes Intake valve closes Opening period, intake valve
2.4.1. VANOS
In the same way as the N73 engine, the N74 engine is also equipped with variable double VANOS. The VANOS units have the following adjustment angles: VANOS unit intake: 50 CA VANOS unit exhaust: 50 CA
The VANOS units of the N74 engine differ from the VANOS units of the N73 engine. The function has remained the same, but some parts are no longer required and the VANOS unit has been optimised. The vanes of the VANOS unit on the N74 engine are no longer separate components, rather have been enhanced to create a tilt rotor. The torsion spring integrated in the N73 VANOS unit is now fitted as a coil spring on the front of the N74 VANOS unit, protected by a plastic cover.
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Index 1 2
2.4.4. Valves
The exhaust valves are sodium-filled and the valve stems are not chrome-plated.
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Index 1 2 3 4 5 6 7 8 9
Explanation Coolant pump Tensioning pulley Deflection pulley Alternator Power steering pump Poly-V belt Torsional vibration damper Elastic belt Air conditioning compressor
The main belt drive has a mechanical tensioning pulley that applies the necessary tension to the poly-V belt. The use of a smooth belt pulley for the coolant pump drive enables a partial shift in the belt wear to the tips of the belt ribs. This has a positive effect on the service life of the belt. A patented drainage system on the belt pulleys of the crankshaft and the power steering pump drains off water that enters between the belt and pulley if there are intense splashes of water or if the vehicle is driven through water. The belt drive is driven by the primary side of the damper. This prevents the torsional vibration excitation from the secondary side, which is usually used for this function, from shortening the service life.
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This is enabled by an eccentric elongated hole in the belt pulley that permits a radial shift towards the crankshaft when the four mounting bolts of the belt pulley have been removed. If the engine is now turned another 180, the tension of the elastic belt pulls the belt pulley back to the central position above the crankshaft.
Follow the new procedure for elastic belt installation in the repair instructions.
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Index 1 2 3 4 5 6 7
Explanation Oil sump Volumetric-flow-controlled oil pump Pressure limiting valve Oil filter Filter bypass valve Thermostat Oil cooler, oil-air heat exchanger 21
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Index 1 2 3 4 5 6 7 8 9 10
Explanation Vanes Pump shaft Compression spring Intake side Sealing strip Pendulum slide Control oil chamber Rotor Pressure side Rotational axis
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Index 1 2 3 4 5 6 7 8 9
Explanation Radiator Radiator for transmission cooling Coolant temperature sensor at radiator outlet Electric fan Characteristic map thermostat Electric auxiliary coolant pump for turbocharger cooling Coolant pump Exhaust turbocharger Heater matrix
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On the N74 engine, the coolant routes have been integrated mainly in the crankshaft drive. Further optimisations to the cooling circuit within the engine have enabled a significant reduction in the coolant quantity for the bypass mode, thus shortening the warm-up phase. The coolant feed line downstream of the coolant pump is routed in the engine directly beside the main oil duct. The oil in the main oil duct flows in the opposite direction to the coolant. This means there is very good heat exchange between the two media, which has a positive effect on the engine oil temperature. The effect is comparable with that of an engine oil-coolant heat exchanger. The coolant flows through the cylinder heads diagonally from the outside to the inside, whereby it flows in at the rear (outside) and flows out at the front (inside). This is also known as diagonal cooling.
The injected volume of fuel is used to calculate the heat contribution to the engine. The after-run of the electrical auxiliary coolant pump can last up to 30minutes. To improve the cooling effect, the electric fan is also switched on. As before, this will have an after-run of a maximum of eleven minutes, but this after-run will be requested more frequently.
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Index 1 2 3 4 5
Explanation Radiator for charge air cooling Electric coolant pump for charge air cooling Engine control unit Expansion tank Charge air cooler
4.2.4. Ventilation
There is a separate ventilation procedure for ventilation of the low-temperature circuit. This can be found in the repair instructions.
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Index 1 2 3 4 5 6 7 8 9
Explanation Unfiltered air intake Unfiltered air pipe Unfiltered air resonator Connection for crankcase ventilation, charged operation Intake silencer Intake manifold Charge air cooler Charging pressure sensor Throttle valve
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5.2. Turbocharging
5.2.1. Exhaust turbochargers
The exhaust turbochargers are positioned outside the N74 engine. In the case of a V12-cylinder engine with 60 cylinder angle, this is the optimal arrangement of the turbocharger system and of the entire peripherals.
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These are conventional exhaust turbochargers (no variable turbine geometry, VNT, no twin scroll) in which vacuum-controlled wastegate valves are used for charging pressure control.
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Index 1 2 3 4 5 6 7 8 9 10 11 12
Explanation Connection from exhaust manifold (turbine inlet) Connection for coolant line Connection to catalytic converter (turbine outlet) Wastegate valve Wastegate duct Turbine wheel Connection for overflow duct Recirculating blow-off valve Connection to charge air cooler (compressor outlet) Connection from intake silencer (compressor inlet) Impeller Vacuum unit for wastegate valve activation
They are two relatively small exhaust turbochargers switched in parallel, ensuring quick response even at low engine speeds. The charging pressure control is via wastegate valves. Blow-off valves are also used.
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The after-run function of the electrical auxiliary coolant pump draws the accumulated heat from the exhaust turbocharger, thus counteracting carbon build-up (coking) of the oil in the bearing positions. This is an important function that protects components. Bi-turbocharging On the N74 engine, great deal of significance is attached to the response characteristics of the exhaust turbocharger. A delayed reaction to the driver's choice, i.e. the pedal sensor position, is unacceptable. The driver must not perceive a so-called "turbocharge lag". This requirement is met on the N74 engine with two relatively small exhaust turbochargers switched in parallel. Each cylinder bank drives an exhaust turbocharger. Smaller exhaust turbochargers have the advantage that when the exhaust turbocharger starts up the lower inertia torque of the turbine means that lower masses are accelerated, enabling the compressor to reach a higher charging pressure more quickly. Charging pressure control The charging pressure of the exhaust turbochargers is directly dependent on the exhaust flow that enters the turbines of the exhaust turbocharger and it determines the speed of the exhaust turbocharger. Both the speed and the mass of the exhaust flow are directly dependent on the engine speed as well as the engine load. The wastegate valves are available to the Digital Motor Electronics to control the charging pressure. These are operated by means of vacuum units controlled by electro-pneumatic pressure converters (EPDW) via the Digital Motor Electronics. The vacuum is generated using the permanently driven vacuum pump of the engine and stored in two vacuum reservoirs. It is ensured that these consumer units do not have a negative influence on the function of the brake power assistance. The wastegate valves can influence how much of the exhaust flows through the turbine wheel. Once the charging pressure has reached the desired level, the flap of the wastegate valve starts to open and a portion of the exhaust flow is routed past the turbine wheel. Here, the increased exhaust flow prevents the speed of the compressor from increasing further. This control possibility enables appropriate responses to a wide variety of operating situations. In the idle phase, the wastegate valves of both exhaust turbochargers are closed. The consequence of this is that the entire available exhaust flow can be used even at these low engine speeds to accelerate the compressor. If engine power is then requested, the compressor can deliver the required charging pressure without any noticeable delay. In the full load situation, the charging pressure is kept at a consistent high level when the maximum permitted torque is reached 34
If the throttle valve is closed, the charging pressure (before the throttle valve) and its rise are compared with stored nominal values. If the actual values are a certain value above the nominal values, the blow-off valves are opened. This diverts the charging pressure to the intake side of the compressor. The effect of this process is that disruptive pumping that can damage components does not occur.
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36
Based on these variables, activation of the electro-pneumatic pressure converter (EPDW) is specified by the engine control unit. The result of this activation can be checked on the basis of the charging pressure measured before the throttle valve. A comparison of the charging pressure achieved with the nominal values of the characteristic map is run; if necessary, this can lead to a correction of the activation. This means the system regulates and monitors itself during operation. Emergency mode If there are malfunctions, implausible values or failures in the sensors involved in control of the exhaust-gas turbocharging during operation, activation of the wastegate valves is shut down and the valve flaps are fully opened. Charging no longer takes place.
Components or functional groups of the N74 engine where a failure, malfunction or implausible values lead to deactivation of the charging pressure control are listed below. A fault of this nature is indicated to the driver by the emissions warning light. High pressure fuel system VANOS intake VANOS exhaust Crankshaft sensor Camshaft sensor
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A fundamental principle of vehicle repair is of special significance here: work on the causes and not on the effects! With regard to the diagnosis and subsequent repair of the components involved in turbocharging, it must be ensured that they are indeed identified as damaged components using the available diagnostic techniques. It must always be ensured that the fault cause is determined and remedied and that work is not carried out merely on the consequences of the fault. For example, a leaking flange on the charge air cooler can have far-reaching consequences.
Three golden rules of handling also apply to the N74 engine: 1 Do not prematurely attribute power loss and malfunctions of the engine to the exhaust turbocharger. It is often the case that faultlessly functioning exhaust turbochargers are removed and replaced unnecessarily. If blue smoke emerges from the exhaust system, check whether the air filter is contaminated or if wear means that the engine is consuming too much oil. Only then should the exhaust turbocharger be checked. If the exhaust turbocharger runs noisily, examine all the connections on the pressure side of the exhaust turbocharger. If black smoke emerges or there is a power loss, first check the engine and the connection lines here too. Main causes of damage to an exhaust turbocharger: Lack of lubrication leading to bearing failure. This causes the compressor and turbine wheel to grind in the housings, the gaskets are damaged and the shaft can shear off. Foreign bodies damage turbines and the impeller. The resulting imbalance reduces efficiency and can lead to the rotors bursting. Contaminated lubricating oil forms score marks on the shaft journals and bearings. Oil holes and seals clog up and cause high oil leaking losses. Matter entering from the outside such as sand, dirt, screws and similar is intercepted by a filter before the compressor. The filters are to be serviced at regular intervals (service intervals). The clean air section of the air filter and the air duct to the compressors are to be carefully kept clean and free of any particles. Do not change anything on the exhaust turbocharger. Never attempt to adjust the control rod of the charging pressure control. The exhaust turbocharger has been given the optimal configuration at the plant. If the exhaust turbocharger operates at higher charging pressures than permitted by the engine manufacturer, the engine can run hot and the pistons, cylinder head or engine mounts can fail or the safety functions of the engine electronics can respond and activate the emergency program of the engine.
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Index 1 2 3 4 5 6 7
Explanation Position of exhaust gas oxygen sensor (monitoring sensor) after catalytic converter Catalytic converter Position of exhaust gas oxygen sensor (control sensor) before catalytic converter Vacuum unit for wastegate valve activation Exhaust turbocharger Recirculating blow-off valve Exhaust manifold
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Index 1 2 3 4 5 6 7 8 9 42
Explanation Vacuum pump Non-return valve for auxiliary consumer units Non-return valve for brake servo Non-return valve on brake servo Brake servo Electric changeover valve Vacuum unit for exhaust flaps Vacuum accumulator Electro-pneumatic pressure converter
In the same way as on the N73 engine, a two-stage vacuum pump where the main stage generates the vacuum for the brake servo. The auxiliary stage generates the vacuum to activate the wastegate valves of the exhaust turbochargers and the exhaust flaps. Two vacuum reservoirs are used to ensure there is sufficient vacuum for the wastegate valves at all times. These are attached to the rear end of the intake system. Electro-pneumatic pressure converters for the wastegate valves are mounted directly on the vacuum reservoirs.
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Index 1 2 3
Explanation Intake pipe fuel injection Homogeneous direct fuel injection Stratified mode direct fuel injection
The differences arise as a result of the different mixture preparation processes. The above diagram "Comparison of mixture preparation" shows the time sequence of mixture preparation for direct fuel injection in the homogeneous and stratified operating modes as well as in comparison with intake pipe fuel injection. The mixture composition is shown as the air ratio for four points in time. The colours represent the local air ratio according to the comparison scale.
Index 1 2 3 4 5 6
Explanation Quantity control valve High pressure pump High pressure line (pump - rail) Rail pressure sensor Rail High pressure line (rail - injector)
45
The fuel is delivered to the high pressure pump from the fuel tank by the electric fuel pump via the feed line at a delivery pressure of 5 bar. The delivery pressure is monitored by the fuel pressure sensor. The fuel is supplied by the electric fuel pump in line with requirements. If this sensor fails, operation of the electric fuel pump continues with a 100% delivery rate at terminal 15 ON. The fuel is compressed in the permanently driven single-piston high pressure pump and fed via the high pressure line into the rail. The fuel stored in this way under pressure in the rail is distributed via the high pressure lines to the piezo injectors.
Index p m n
The required fuel pressure is determined by the Digital Motor Electronics depending on the load and engine speed. The pressure level that is reached is picked up by the rail pressure sensor and sent to the engine control unit. Control takes place on the basis of a nominal / actual comparison of the rail pressure by the quantity control valve. The configuration of the pressure aims to achieve the best possible fuel consumption and operational smoothness of the N74 engine. 200 bar is only required at high load and lower engine speed.
46
Work on this fuel system is only permitted after the engine has cooled. The coolant temperature must not exceed 40C. Compliance with this instruction is mandatory, as otherwise the residual pressure in the high-pressure fuel system represents a danger that fuel will be sprayed back.
When performing repair work on the high pressure fuel system, particular attention is to be paid to cleanliness and the workflows described in the repair instructions. Even the smallest impurities and damage to the bolt connections of the high pressure lines can lead to leaks.
During work on the fuel system of the N74 engine, attention must be paid to ensuring that the ignition coils are not contaminated with fuel. The resilience of the silicone material is greatly reduced by intensive contact with fuel. This can lead to flashovers on the spark plug head and thus to misfiring. Before making any modifications to the fuel system, make absolutely sure that the ignition coils are removed and that the spark plug bore is protected against fuel entering by means of a cloth. Before installing a new piezo injector, the ignition coils are to be removed and the greatest possible cleanliness is to be ensured. Ignition coils that are heavily contaminated by fuel must be replaced.
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The fuel is delivered to the high-pressure pump via the inlet with delivery pressure generated by the electric fuel pump. The fuel is then fed via the volume control valve into the compression chamber of the pump element. In this pump element, the fuel is placed under pressure by a plunger and supplied via the high-pressure non-return valve to the high-pressure connection. The high-pressure pump is bolted onto the cylinder head and is driven by the camshaft via a triple cam. This means that, as soon as the engine is running, the triple cam continuously moves the plunger to make its stroke. Fuel is placed under pressure until new fuel is delivered via the volume control valve into the high-pressure pump. The volume control valve is activated via the connection to the engine management system; it specifies the delivered volume of fuel. Pressure regulation takes place via the volume control valve in that it is opened or closed by the pump element towards the fuel feed. When the quantity control valve is opened, most of the fuel drawn in by the piston is pressed back into the fuel feed. The maximum pressure in the high-pressure area is restricted to 245bar. If such a high pressure arises, the highpressure circuit is relaxed to the low-pressure area by a pressure limiting valve via the connections. The pressure peak that arises is compensated for on introduction into the low-pressure area by the fluid volume there and pressure damper in the compensating chamber. The compensating chamber is integrated in the inlet towards the high pressure pump. This ensures that pressure peaks are lowered by connecting and disconnecting the high and low-pressure areas. When the piston generates pressure, fuel flows between the piston and its guide. This is deliberate, as it lubricates the pair of sliding elements. On downward movement of the pressure piston, a high pressure would arise at its rear side. This would lead to a danger that fuel would be pressed through the sealing of the piston from the pump into the oil circuit of the engine. The connection to the compensating chamber means that there is never a higher pressure behind the piston than in the fuel feed. This prevents pressure fluctuations from being transferred into the low pressure fuel system, as the volume changes in front of and behind the piston are balanced.
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Index 1 2 3 4 5 6 7 8 9 10 11 12
Explanation Electric fuel pump Fuel pressure sensor Engine control unit High pressure pump Quantity control valve High pressure pump element (piston) High pressure non-return valve Pressure limiting valve Compensating chamber Rail Rail pressure sensor Piezo injectors
The volume control valve controls the fuel delivery pressure in the rail. In the induction stroke with the quantity control valve opened, the entire compression chamber is filled with fuel via the low-pressure area. In the compression stroke, the point in time when the quantity control valve closes determines how much fuel is pumped 49
7.4. Injectors
Outward-opening PIEZO injectors are used.
The outward-opening piezo injector is what enables the overall innovation of high precision fuel injection. Only with this injector is it possible to ensure the injected fuel cone remains stable, also under the prevailing influences of pressure and temperature in the combustion chamber. This piezo injector enables injection pressures of up to 200bar and extremely fast opening of the nozzle needle. This makes it possible to inject fuel into the combustion chamber regardless of the operating cycles restricted by the valve opening times.
50
The piezo injector is integrated into the cylinder head together with the spark plug in the centre between the intake and exhaust valves. This installation position prevents the cylinder walls or piston crown from being soaked with injected fuel. An even formation of the homogeneous fuel-air mixture is achieved with the help of the gas motion in the combustion chamber and a stable fuel cone. The gas motion is influenced by the geometry of the inlet ports on the one hand and by the shape of the piston crown on the other. The injected fuel is swirled in the combustion chamber with the charge air until a homogeneous fuel-air mixture is available everywhere in the compression chamber at the ignition point.
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Piezo injector
Index 1 2 3
The injection system consists essentially of the three assemblies: The nozzle needle is raised from its valve seat to the outside on expansion of the piezo element when current is applied. In order to be able to deal with the different operating temperatures with comparable valve opening stokes, the piezo injector has a thermal valve clearance compensating element.
When the piezo injector is installed and removed, the Teflon sealing ring must be replaced. This also applies when a piezo injector that has just been installed has to removed again after an engine start. A piezo injector fitted with new Teflon sealing ring should be fitted as quickly as possible, as the Teflon sealing ring could swell up. The information in the repair instructions must be taken into account!
On installation, pay attention to ensuring that the piezo injector is seated perfectly.
The hold-down device for mounting the piezo injectors must make contact with both injector vanes, as otherwise the required force is not applied to the piezo injector. 52
Index 1 2 3
Explanation Piezo crystal, without current Piezo crystal, with current Layer structure of the piezo element
A piezo element is an electromechanical converter, i.e. it consists of a ceramic material that converts electrical energy directly into mechanical energy (force / path). A familiar use is the piezo cigarette lighter: pressure on a piezo crystal generates voltage until a spark jumps across and ignites the gas. With the piezo actuator, voltage is applied so that the crystal expands. To achieve a greater path, a piezo element can be structured in a number of layers. The actuator module consists of layers of the piezo ceramic material mechanically arranged in series and electrically arranged in parallel. The deflection of a piezo crystal depends on the voltage applied. The result of this up to a maximum deflection is: the higher the voltage, the greater the path. Piezo injector compensation On production of the piezo injector in the plant, a great deal of measured data is recorded at certain points. This determines the tolerance ranges for the injection quantity compensation, specified in a six-digit combination of numbers. Information on the stroke characteristics of the piezo injector is added for the injection voltage compensation. The injection compensation is required due to the individual voltage requirement of each piezo actuator. The piezo injector is assigned to a voltage requirement that is included in the combination of numbers. These data are sent to the control unit. During engine operation, these values are used to compensate for deviations in the metering and switching characteristics.
53
The nozzle needle is pressed outwards from its cone-shaped valve seat, opening up a ring-shaped gap. The pressurised fuel flows through this ring-shaped gap and forms a hollow cone where the injection angle is independent of the counter-pressure in the combustion chamber.
Index 1 2 3
Explanation Ideal cone Permitted expansion of the injection cone Non-permitted expansion of the injection cone
54
When handling the spark plugs of the N74 engine, attention must be paid to the fact that there are patterns of damage that indicate faults in the piezo injectors. Simply renewing the spark plugs in such cases does not rectify the problem.
Index n M 1 2 3
Explanation Engine speed Torque Single injection Double injection Triple injection
A special situation during operation of any engine is the range in which a high load occurs at low engine speed, socalled "low end torque" operation. In this operating situation, the engine is metered the required mass of fuel in three individual injections. This results in very effect mixture preparation which, all things considered, enhances power output and saves fuel. 55
The injector opening duration and injector opening stroke are activated directly at the piezo injector. The opening duration is controlled via the signal ti and the opening stroke is controlled via the amount of energy in the activation of the piezo injector.
the control factors 'amounts of energy' and 'injector opening times' are continuously monitored. This is done on a cylinder-specific basis via the oxygen sensor control. The residual oxygen in the exhaust gas is measured in each case for cylinder bank 1 and cylinder bank 2. The new exhaust gas oxygen sensors permit assignment to the individual cylinders. This measuring result is compared with the values expected from the control variables that have been applied. A deviation leads to the injector opening signal being adapted. This adaptation is stored in the control unit and is therefore available for continued engine operation. However, these stored values are lost when the system is flashed and they have to be learned once again.
56
During emergency operation of the high precision injection, the exhaust-gas turbocharging is switched off by opening the wastegate valves.
Causes of emergency operation of the HPI can be: Implausible rail pressure sensor values Failure of the fuel pressure control valve Leak in the high-pressure fuel system Failure of the high pressure pump Failure of the rail pressure sensor.
57
The engine connector is for sensor / actuator connections on the engine, whereas the vehicle connector is the interface to the vehicle-specific components. The functions of the Digital Motor Electronics are described in the relevant systems. In the same way as for the predecessor engine N73, a master-slave concept has been implemented with the two control units. They have the same hardware, software and data records. The connected sensor system runs an automatic master-slave identification. In this arrangement, the master is responsible for communication with the complete vehicle and the specified nominal values for the engine functions. The control unit is designed with the current software for a vehicle network with FlexRay.
8.2. Sensors
8.2.1. Exhaust gas oxygen sensors
The familiar Bosch LSF4.2 sensors are used. New are the control sensors before the catalytic converter. The new LSU ADV sensors are used here for the first time. LSU stands for "Lambda Sensor Universal" and ADV for "Advanced". This means they are enhanced broadband exhaust gas oxygen sensors. The new ADV exhaust gas oxygen sensor features an extended measuring range as of Lambda value = 0.65. Other advantages of the new sensor are the higher temperature resistance, shortened response times of under 30milliseconds, as well as high signal accuracy. Faster operating readiness, which is reached in less than five seconds, enables lower emission values in the warm-up phase of the engine. Thanks to the high measuring dynamics of the sensor, the fuel-air ratio can be better determined and adjusted separately for each cylinder. This enables a homogeneous exhaust flow that lowers emission values and has a favourable effect on long-term emission behaviour. The service life of the sensor is configured for the service life of the vehicle.
8.3. Actuators
8.3.1. Electric fan
As usual, the electric fan has its own electronics and its speed is controlled by a pulse-width modulated signal. The duty cycle in the normal operating mode (100Hz) is converted into a speed signal.
58
To output the fan after-run command, the output frequency of the DME is lowered to 10 Hz within the self-maintained phase (terminal 15 off). The duty cycle is used to select the time and speed of the fan. New is that the power supply is provided through terminal 30 via a relay from the Digital Motor Electronics.
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