Automotive Training Courses

TRAINEE manual

Truck Common Rail

Engine Management

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 INDEX
1. INTRODUCTION TO COMMON RAIL SYSTEMS 3
2. DESCRIPTION OF THE COMMON RAIL SYSTEM 4
2.1 System types 5
2.2 1st generation Common Rail 9
2.2.1 CP1 Pump 11
2.2.2 CP2 (CPN2) Pump 17
2.2.3 CRI1 and CRIN1 electro-injectors  19
2.2.4 Checks on Bosch electromechanical injectors  21
2.2.5 Injector classification 23
2.2.4 Flow limiters 24

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2.2.5 - Pressure relief valve 25
2.2.6 Transfer pump 25
2.3 2nd generation Common Rail 26
2.3.1 CP3.x pump 29
2.3.2 CP1H Pump 34
2.3.3 CPN2.2, CPN2.2+ and CPN2.4 Pumps  35
2.3.4 CP4 Pump 35
2.3.5 PF Pump 36
2.3.6 Delphi DFP1 Pump (Ford or Renault)  38

ie2.3.7 Delphi DFP3 Pump

2.3.8 CRI2 Injectors
2.3.9 CRIN2 Injectors
2.3.10 Delphi DFI1.x Injectors
2.3.11 Delphi Rail
2.3.12 2-stage Pressure relief valve
2.4 3rd generation Common Rail
2.4.1 Bosch CP3.3NH and CP3.4+ pump 
2.4.2 Cummins-Scania Pump
42
43
48
49
52
53
54
57
57
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2.4.3 Siemens Pump (Ford, PSA, Renault, etc.) 58
2.4.4 DELPHI Piezotec (MB) Pump 61
2.4.5 Bosch Piezo Injectors 61
2.4.6 Scania-Cummins Injectors 64
2.4.7 Piezo Siemens Injectors 64
2.4.8 Delphi (MB) Piezo Injectors 66
2.4.9 Bosch CRIN3 Injectors 67
2.4.10 2-stage pressure relief valve for the XPI system  67
2.5 4th generation Common Rail 67
2.5.1 CPN5 Pump 68
2.5.2 Bosch CRIN4 Injectors 69
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Legend:

Warning

Information/Notes

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 1. INTRODUCTION TO COMMON RAIL SYSTEMS
With the introduction of increasingly strict regulations for red valid, and the pre-industrialization phase began. It was
controlling emissions from internal combustion engines, completed in 1993. The following year Fiat Group transfer-
vehicle manufacturers were forced to design and manu- red the “Common Rail” system to Bosch, who completed
facture new engines and management systems in order to the development and industrialization.
comply with the limitations. Efforts in diesel engine deve-
lopment have focused in finding suitable technologies to:
•  comply with future emission limits;
•  optimize performances;

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•  reduce consumption;
•  lower production costs.

Since combustion is affected by the mixing of air and fuel,

research has focused on the optimization of the factors that
can improve this process. Besides making the engine quieter
and more progressive, the improvement of the combustion

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process also allows to reduce consumption and especially
the emission of pollutants, the real reason why electronic
engine management systems have been developed. The
main factors that over the years received the most attention
were: on one hand the improvement of engine mechanics
(compression ratios, timing control systems, construction
materials, design and shape of combustion chambers), on
the other the improvement of injection system (increase in
Over the years, several Common Rail systems have been
developed, of which Bosch has, for historical reasons, a
significant market share. However, we should not forget
manufacturers such as:
•  Delphi;
Figure 1
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injection pressure, injection control for each cylinder (PDE, •  Siemens;
PLD/UPS, CR), introduction of electronics, multiple injec- •  Denso;
tion, etc.). The injection systems of the PDE or PLD/UPS •  Magneti Marelli;
type introduced after the use of in-line or rotary pumps have •  Cummins.
led to improvements but had and still have a major limitation
in depending more heavily on adjustment mechanics. However, we should not overlook the presence of mixed
In fact, the actuation of the pumping units and the choice of systems where some components are made by one manu-
angle of injection and advance are closely related to the sha- facturer, while other components belong to different manu-
pe and position of the control cams. Something more has facturers (see Cummins).
been done in DMCI (DAF) or UIS Delphi (Volvo) systems,
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where: in the first case the electro-injector was introduced

along with the UPS pumping units; in the second case the
UIS pumping units have a double solenoid valve. In these
systems the injection phase is improved, but the pressure
is still generated in a mechanical way, and therefore is still
closely linked to engine speed. In the mid-’80s engineers
from the Fiat Center have launched a study on a comple-
tely innovative system for direct diesel fuel injection. The
project was based on an injection system where injectors
were powered by a single common duct which kept a con-
stant fuel pressure in all the injectors, called “Common Rail”
(common duct). After five years, the project was conside-

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 G18 “Truck Common Rail Engine Management ” - Automotive Training Courses

2. DESCRIPTION OF THE COMMON RAIL SYSTEM

The Common Rail injection system (“common duct”) consists of:
•  a high pressure pump;
•  an accumulator (Rail);
•  a control unit managing the engine (ECU);
•  electro-injectors.

The pump is used to generate pressure, while the injectors control the amount of fuel based on their opening time.
The electronic control unit analyzes the different operating parameters and controls:

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•  injection pressure;
•  injection time;
•  injection advance.

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Figure 2:  Structure of a common rail system
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The supply pump (1) sucks from the tank the low pressure diesel fuel which, after having gone through the filter (2), reaches
the high pressure pump (3). From here, the fuel is sent to the Rail (7) from where the injectors (5) pick up the fuel at the time
when the electronic control unit determines the opening. The pressure regulator (6) acts on the fuel pressure in the Rail based
on speed and engine load, so as to maintain the amount of fuel injected with increasingly shorter injection times.

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DIESEL FUEL LOW TEMPERATURE DIESEL FUEL HIGH TEMPERATURE

Figure 80:  Fuel circuit of Delphi system
Legend:
Intake High pressure Lubrication transfers
Flow Return Injectors return

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 G18 “Truck Common Rail Engine Management ” - Automotive Training Courses

Supply pump outer ring that rotates, and the pumping elements are fixed.
The supply pump is a vane pump driven by the pump shaft. This allows to reduce hydraulic sealing problems.
It consists of:
•  a disc eccentrically coupled to the shaft by means of
a splined shaft;
•  4 vanes pushed towards the walls of the low pressure
chamber by springs;
•  a plate with the intake and flow holes;

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•  a mechanical relief valve (visible on the front top of
the pump).

The pump sucks the fuel from the filter and sends it to the
high pressure pump. The outlet of the supply pump is con-
nected to the pressure relief valve that returns excess intake
fuel to the pump.

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Figure 82:  Intake and delivery phases of HP pump
Figure 81:  Supply pump

The pumping elements, by means of rollers, are put into

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Technical data axial movement by the protrusions and recesses on the ou-
Flow rate 90 l/h at 300 rpm 650 l/h at 2500 rpm
ter ring. During the intake phase, the supply valve is opened
Operating pressure 4.5 – 6 bar
Maximum pressure (relief valve) 6 bar
and it lets the fuel in the high pressure chamber (at the cen-
Intake pressure -65 mbar at 100 rpm ter of the pump).
Maximum intake pressure -650 mbar In the next compression phase, the intake valve is closed
Table 14:  Transfer pump technical data and the supply valve is opened. When the flow rates are
high, two chambers can be used at a 45° angle, which the-
The high-pressure pump is based on the same structure of refore allow to increase the fuel requirement of the engine
the previous DPC and EPIC pumps. However, it is now the (see Ford).

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 Phonic wheel learning

Reset of self-learned functions

Reset of self-adaptive parameters

Cylinder 1 injector replacement

Cylinder 2 injector replacement

Cylinder 3 injector replacement

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Cylinder 4 injector replacement

Injector replacement

Rail pressure sensor replacement

adjust
Figure 103
Figure 100:  Marelli 6JF Settings

There are IMA and non-IMA engine control units. It

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Hardware number
Software number
Programming date
Iso code
Drawing
Approval number
Injector 1 code
Injector 2 code
Injector 3 code
Injector 4 code
MJD6JFHW01
10928158
00/00/0000
68070102C7
FIAT 55195813
6JF.S
81844B87A
AI1NT687A
AA1CA6ABR
AKAAKOAAA
will always be necessary to mount a IMA computer if the
engine is equipped with IMA injectors.

Coupling

EGR valve initialization

Dual throttle dosing device initialization

EGR throttle dosing device initialization

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Particulate filter regeneration
Figure 101:  Marelli 6JF ISO page
Regeneration of particulate filter with vehicle running

Coupling
IMA classification for PSA HDI engines
Turbo limit switch initialization
The IMA Injector classification was introduced in second
Additive tank replacement
generation HDI systems (1400 bar) with Bosch EDC 16 ma-
Additive metering pump replacement
nagement. The IMA code can be read on the casing of the
Particulate filter replacement
solenoid of each injector, and it is an alphanumeric code
Control unit replacement
with 8 or 9 digits.
Injector classification
There are three IMA classifications:
Remote coding of the amount of additive contained in the anti-
1. IMA 6: 6-digit codes. All 6 digits are used for the clas- particulate filter

Engine cooling
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sification;
adjust
2. IMA 5: 8 or 9 digit codes. Only the first 8 digits are
Classification of 1 0C316060 injector Press UP/DOWN to modify, LEFT/RIGHT to
used for the classification (Fig.102); change position, CONFIRM to confirm, CANCEL to exit

3. IMA 4: 9-digit code. All 9 digits are used for the clas-
sification (Fig.103).
Confirmation
Figure 104

In case of an incorrect classification of any injector,

error P1600 “Injector Coding incorrect or not performed”
will be stored and the engine will be limited to 3000 rpm
(if the code is recognized as incorrect). In case a code is
entered that does not belong to any type of injector, the
Figure 102 classification process is automatically cancelled.

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 G18 “Truck Common Rail Engine Management ” - Automotive Training Courses

IMA classification (CDI 3 engines from 2003)

The IMA classification of the injectors has been introduced
with third generation CDI systems (1600 bar). The IMA
code can be read on the solenoid valve cover of every injec-
tor, and it is a 6-digit alphanumeric code.

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Figure 106:  EDC7 MAN D08xx Injector signal

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611.96 / 612.96
Model
203, 210
Figure 105

IMA classification should be applied to the following engi-

nes:
Engine Year Figure 107:  Multiple injections management
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646 203, 211 2003
647 211 2004 CRIN2 injectors involve the use of a servo-valve with two
648 211, 220 2003 elements or a single element.
642 203, 209
646 209, 639
Table 16

2.3.9 CRIN2 Injectors

The diffusion of common rail systems in I.V. coincides with

the introduction of CRSN2 systems. The innovations produ-
ced by the new generation are:
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•  new CP3.3 and CP3.4 pump with simple control;

•  new EDC7 control unit;
•  new CRIN2 injectors.

The new CRIN2 injectors include the innovative concepts

already introduced with CRI2 injectors for light vehicles.
Therefore, the combination of CRIN2 with EDC7 allows to
operate with the multiple injections logic.
Figure 108:  CRIN2 electro-injector with single element or 2 element servo-valve.

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 G18 “Truck Common Rail Engine Management ” - Automotive Training Courses

The thrust exerted by the valve piston is amplified as the

ratio between the areas by 2 and 3 so that the valve opens
against the force of the high pressure that is exerted on the
lower surface of the valve.
Between Coupling piston and Piston there is a room that
needs to be filled with fuel since during the pressure phase
a cushion is created that puts in motion the Valve piston.
If the fuel is not present inside the injector the needle does

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not open.

The return circuit of Piezoelectric injectors is pres-

surized. This allows for the filling of the chamber between
the two pistons. If the return circuit is opened, the pres-
sure is released and the injector does not open anymore.

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The main part of the injector consists of:
•  the Piezoelectric stack;
•  the coupling piston;
•  the valve piston.
Figure 137:  CRI3
In Mercedes EDC16CP31 systems the return pipe
is connected downstream of the fuel filter. This guarantees
a pressurization of the return circuit thanks to the electric
transfer pump on the tank.
In fact, when the return circuit is opened or when one or
more injectors are replaced it is necessary, before starting
the engine, to turn on and off the ignition several times so
that the electric pump is able to fill the injectors through
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the return.
The Piezoelectric stack (consisting of over 260 plates) per-
forms a shift of 45 µm and this shift is amplified by the
coupling piston and valve piston assembly.

Legend:
1) Coupling piston
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2) Valve piston
3) Valve

Figure 138:  Detail of CRI3 Figure 139:  Controlled pressure valve in VW systems

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 Pin Check Value
In VW EDC16CP34 and EDC17 systems the return 1–2 Resistance 150 – 210 kohm
duct (or return ducts on V engines) is connected throu- 1–2 Capacity 4.7 µF
gh a controlled pressure valve that keeps the reflux at a Table 22:  Injector electrical circuit test values

pressure of 10 bar. This way the return is pressurized and

ensures the filling of the injectors. The valve has a second To avoid that the injector remains open as a result of
spring, however, set at 0.3 - 0.5 bar, which allows the fil- the lack of a closure command, in parallel to each injector a
ling of the circuit following the opening of the return circuit. resistance is connected that allows the Piezoelectric stack

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When the return circuit is opened or one or more injectors to discharge and then return to the initial condition.
are replaced it is necessary, before starting the engine, to
turn on and turn off the ignition several times so that the
electric pump is able to fill the injectors through the return.
However, if the high pressure pump is replaced, there is a
specific activation procedure that allows to bleed air from
the pump and ensure its lubricated start.

ie Figure 140:  Controlled pressure valve in VW systems

Figure 142:  Current-voltage oscillogram of a Bosch Piezo injector

Injector Return check:

It is possible to check the injector return by following this
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procedure:
Each injector is controlled by the ECU through a special • disconnect the return pipe downstream of the con-
electrical circuit that generates a voltage of 70 V. trolled pressure valve (10 bar);
• plug the return connector and place the pipe on a
container;
• start the engine and run at idle for 2 minutes;
• verify that the return is less than 50 ml;
• bring the engine to 2000 - 2500 rpm for 2 minutes;
• verify that the return is less than 250 ml.

Injector classification
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Figure 141:  Injector control circuit Like for CRI2 injectors, also Piezoelectric injectors requi-
re classification after installation on the vehicle. Encoding
Injector opening is of the IMA type (Injektor Mengen Abgleich) with a 7-di-
The ECU closes the T1 switch and, through the capacitor C, git alphanumeric code (where the first 6 digits are used to
charges the capacity of the injector. The piezo element ex- adapt the flow toleran-
pands and the injector opens. As an effect of piezo element ces and the seventh,
deformation, voltage rises to 110-148 V. called ISA, allows to
adapt control voltages).
Injector closure
The ECU closes T2 and pens T1. The injector capacitor di-
scharges through T2 and it becomes a generator. The piezo
stack contracts itself and the nozzle closes. Figure 143:  IMA coding of CRI3 injectors

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 G18 “Truck Common Rail Engine Management ” - Automotive Training Courses

stem operates at pressures comparable to those of 1st generation 1250 - 1350 bar raising the pressure up to 2500 bar only
inside the injector. The first example of a 4th generation system is the X-Pulse system used by Mercedes in the new OM471
engines on the 2011 version of the Actros. The system uses a Mercedes control unit (manufactured by Siemens) and uses
components from Bosch. In particular:
•  CRIN4 injectors;
•  CPN5 pump.

The same system is also available on American Detroit engines, part of Daimler group.

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Figure 156:  Hydraulic and electrical circuit of Mercedes-Benz X-Pulse system

2.5.1 CPN5 Pump

The new CPN5 version is developed on the basis of CPN pumps.

The pump operates at a pressure of up to 900 bar through 2
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pumping elements actuated by a camshaft with 2 lobe cams.

If the pressure on the rail exceeds 1100 bar the pressure relief
valve opens.

Legend:
1) Pumping element intake valve
2) Pumping element supply valve
3) KUV 2 stage valve
4) Pressure relief valve

Figure 157:  CPN5 Pump

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 The pump is equipped with 2 pumping elements and a low
pressure adjustment. On the right side of the pump there
is a flange where a manifold is connected that allows to
manage the connection with the fuel filter for the supply of
the pump and for the return. In addition, for Euro 6 vehicles,
features the link for the module metering the fuel to the DPF.
The supply gear pump sucks from the pre-filter and delivers
to the main filter. The nominal flow pressure is 4.5 to 6.0 bar

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and is limited by a pressure relief valve set at 8.5 bar.

Figure 159:  CRIN4 Hydraulic connections

Legend:
Arrow: High pressure input
1) Pressure amplifier return
2) Injector return

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Legend:
Green input from M-Prop
Yellow Lubrication
Blue Return
3) Classification code

The injector is electroma-

gnetically controlled but the-
re are 2 solenoids. The lower
solenoid controls in fact the
injection through the imba-
lance of pressures on the
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needle.

The control on the

injector’s needle no longer
uses the intermediate pi-
Figure 158:  2 stage KUV Valve
ston. The control is direct
The KUV valve on the pump body has 2 opening stages. The (as in Delphi injectors) and
first stage opens at 2 bar and allows the outflow of the fuel this, regardless of pressure,
for the lubrication of the shaft bearings, while the second reduces the hydraulic Dwell-
stage opens at 4.5 bar and control the supply pressure to time speeding up the ope-
ning and closing phases.
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the M-Prop. The M-Prop valve is the classic valve repea-

tedly analyzed in the other versions of Bosch high pressure
pump. The adjustment is always in PWM and the valve is
NO. For this reason, there is the pressure relief valve on the
rail.

Compared to CPN2 pumps, the CPN5 is lubricated

by the fuel.

2.5.2 Bosch CRIN4 Injectors

The 4th generation injectors introduce the innovative con-

cept of pressure amplification inside the injector. Figure 160:  Bosch CRIN4

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