Diesel Common Rail System (General)

History of Diesel Common Rail System

The common rail system prototype was developed in the late sixties by Mr. Hiber of
Switzerland. After that, Ganser of the Swiss federal Institute Off Technology focusing on
his research the common rail technology was advanced. In mid nineties, Dr. Shohei Itoh
and Masahiko Miyaki, Japanese automotive parts manufacturer Denso Cooperation,
developed the Common Rail Fuel System for Heavy Duty Vehicles and finally turned into
its first practical use on their ECD-U2 common Rail system, which was mounted on the
HINO RAISING RANGER truck and sold for general use in 1995. Later in 1997 the German
automotive parts manufacturer Robert Bosch GmbH extended its use for passenger car.
Common rail engines have been used in marine and locomotive applications in times
past. The Cooper-Bessemer GN-8 (circa 1942) is an example of a hydraulically operated
common rail diesel engine, also know as a modified common rail.
With rising fuel prices throughout the 1990s, a number of companies, including Robert
Bosch Gmbh, Fiat,Volvo and MTU, attempted (separately) to develop new Diesel engines
with lower emissions and higher fuel efficiency.
Common rail engines were first used by the Fiat subsidiary Alfa Romeo, and the
technology is most commonly used by Fiat, under their MultiJet Brandname. The engines
are suitable for all types of road car, including small hatchbacks such as the Fiat Panda.
Diesel Common Rail System (General)

Diesel Fuel Requirement

1. For the Common rail fuel requirement very critical. All Hyundai Common Rail System must use the fuel
which are EN590 categories. Below is the table for EN590 2000 and 2005

Criterion EN590 (2000) EN590 ( 2005)

Cetane Number ≥51 ≥58

Density 820..845 kg/m³ 820..840 kg/m³

Aromatic Compound content - ≤ 20 % by vol

Polyaromatic compound content ≤ 11 % by vol ≤ 1 % by vol

Boiling Point (95%) ≤ 360 ºC ≤ 340 ºC

Upper boiling point limit - ≤ 350 ºC

Sulfur Content (by mass) ≤ 350 ppm ≤ 10ppm

Lubricity (HFRR) ≤ 460 nanometer ≤ 400 nanometer

Overall Contamination 24mg/kg NA

Water diesel fuel 200mg/kg NA

Diesel Common Rail System (General)
Diesel Common Rail System (General)
Diesel Common Rail System (General)
 Diesel Common Rail System (General)
Alternative fuel
- some other alternative fuel such as alcohol and FAME or bio diesel fuel that can be use in the Hyundai Diesel
engine but it may harm the engine and degrease it efficiency
FAME (Fatty Acid Methyl Ester) is the generic term for vegetable and animal products. Or we call this as Bio
Diesel. This vegetable oil is best known as RME (rape seed oil methyl ester) in Europe. But this kind of
impurelity of Bio diesel oil is forming some failure as follow.
- Elastomer incompatibility
- corrosion of aluminium and zinc
- Free water in mixture with diesel
- Insufficient oxidation stability (Chemical contaminants, RME is the most suitable in this respect)
- Free glycerines (deposits, refer to picture 1b)
- high modulus of elasticity ( excessively high injection pressure can damage the fuel injection pump)
- High viscosity at low temperature (high exhaust emission), etc
A common position statement on FAME issued by the fuel injection equipment manufacturers Delphi, stanadyne,
Denso and Bosch indicates that it is likely they will only accept a maximum proportion of 5 % “good quality”
RME.

Pic 1b
Diesel Common Rail System (General)

Rail Pressure Sensor

ECM Common Rail

High Pressure Pump

Injectors
Diesel Common Rail System (General)
Diesel Common Rail System (General)
Diesel Common Rail System (APS)
Diesel Common Rail System (CKP and CMP)

CMP
Diesel Common Rail System (ECT and FTS)
Diesel Common Rail System (MAF and IAT)

HFM 5
Diesel Common Rail System (MAF HFM 6- Euro 4

HFM 6 – Euro 4
Diesel Common Rail System (Rail Pressure Sensor)
Diesel Common Rail System (Boost Pressure Sensor)
Diesel Common Rail System (Brake Switch & Clutch Switch)
Diesel Common Rail System (Engine Torque Control)
Diesel Common Rail System (Engine Torque Control)
Diesel Common Rail System (Calculation of injection)
Diesel Common Rail System (Calculation of injection)

Without pilot injection

With pilot injection

60
pilot w/o
pilot with
50

Combustion pressure (bar)

40

30

20

10

-50 -40 -30 -20 -10 0 10 20 30 40 50 60

Crank angle (deg CA)
Diesel Common Rail System (Calculation of injection)
Diesel Common Rail System (Calculation of injection)
Diesel Common Rail System (Exhaust Gas recirculation System)
Diesel Common Rail System (Glow Plug Control)
Bosch CRDI
(CP1 & CP3)
Bosch Common Rail Direct Injection
 Bosch Common Rail Direct Injection (High pressure site)

-High pressure pump (1)

- High pressure accumulator (2)
-Injector (3)
- High pressure fuel lines (4)
Bosch Common Rail Direct Injection (High pressure pump)

NOTE= Replace pump If failure

Bosch Common Rail Direct Injection (Rail Pressure control)

Euro 2 & 3 Euro 4

-CP1

-CP3
Bosch Common Rail Direct Injection (RPCV)
Bosch Common Rail Direct Injection (MPROP)
Bosch Common Rail Direct Injection (MPROP + RPCV)

EURO 4
Bosch Common Rail Direct Injection (Injector)
Bosch Common Rail Direct Injection (Injector)
Bosch Common Rail Direct Injection (Injector)
Bosch Common Rail Direct Injection (ECM)
Bosch Common Rail Direct Injection (Oxygen Sensor)
Bosch Common Rail Direct Injection (Oxygen Sensor)

IP VRef : Reference Voltage 450mV

IP : Pump Cell Current
VS : Reference Cell output (0V-900mV)

VRef

VS

Diffusion Reference Cell

chamber

Heater (+)

Diffusion Heater
gap
Heater Ground

Air PCM
Pump Cell

Each Wide Band Oxygen Sensor is individually

calibrated and a resistor integral to the connector body
is laser trimmed with this value.
Bosch Common Rail Direct Injection (Oxygen Sensor)

Lean Mixture
IP
When the mixture is lean, the output signal
VS generated from the reference cell is below 450mV
(VS).
The control circuit inside the PCM supplies a
„positive“ current to the pump cell (IP). The pump
cell discharges the excessiv oxygen from the
diffusion chamber to the outside to maintain
o - Oxygen lambda 1 inside the diffusion chamber.
The PCM calculates the stoichiometric ratio based
on the amount and direction of current flow.

Lean Range
Bosch Common Rail Direct Injection (Oxygen Sensor)

IP
Rich Mixture
When the mixture is rich, the output signal
VS generated from the reference cell is above 450mV
(VS).
The control circuit inside the PCM supplies a
„negative“ current to the pump cell (IP). The pump
cell pumps oxygen from the surrounding exhaust
gas into the diffusion chamber to maintain lambda
1 inside the diffusion chamber.
The PCM calculates the stoichiometric ratio based
o - Oxygen on the amount and direction of current flow.

Rich Range
Bosch Common Rail Direct Injection (CPF & TS)
Bosch Common Rail Direct Injection (Variable Swirl Valve)
Bosch Common Rail Direct Injection (Throttle Control Valve)
Bosch Common Rail Direct Injection (Engine Test Function)
Delphi Common Rail Injection System

Introduction and Overview

Delphi Common Rail Injection System (Low Pressure Side)
Delphi Common Rail Injection System (High Pressure Side)
Delphi Common Rail Injection System (High Pressure Side)
Delphi Common Rail Injection System (Injector)
Injector Operation (Phase 1)

No current is sent to the control valve solenoid, the control valve is closed, the
pressure in the control chamber is the same as in the rail, the nozzle is kept closed.
Injector Operation (Phase 2)

The control valve solenoid is energized via the ECM, the control valve lifts, the fuel
pressure in the needle control chamber starts to drop, the nozzle is still closed. When
the pressure in the control chamber has dropped sufficiently and as the fuel pressure
at the nozzle seat remains equal to the rail pressure, the nozzle needle is unbalanced
and moves upwards.
Injector Operation (Phase 3)

The injection holes are open and the injection begins. The energizing time on the
control valve solenoid will depend on the operating point. It will control the
injection quantity for a given rail pressure.
Injector Operation (Phase 4)

The ECM cuts the current to the control valve solenoid, the control valve
returns to its seat due to the solenoid spring force, the pressure in the needle
control chamber increases and becomes "slightly" larger than the pressure in
the nozzle seat thus closing the needle and stopping the injection.
Calibration Individual Injector

CII for A/S

CII for
production

The new injector possesses different characteristics from the one which was
originally fitted to the engine.
These characteristics are summarized in the 16-character code shown on the label
stuck to the top of the injector holder (CII or C2I).
This code must be entered into the ECM memory with a hi-scan (writing a new CII or
C2I).
Calibration Individual Injector

Selection of Injector To display To erase

to change CII Current CII Current CII

* CII : Calibration Individual Injector

Cleared(Default Value)

If CII is cleared from ECM

- DTC(P1300 INJECTOR CORRECTION DATA)is set
- Failsafe mode and fixed 1250rpm
- No acceleration
- Check engine lamp “on”
Delphi Common Rail Injection System (Injector)
Delphi Common Rail Injection System (Input and Output)
Delphi Common Rail Injection System (Knock Sensor)
 1. Definition of the MDP teaching

MDP means Minimum Drive Pulse. The ECU compensates the pilot injection
to create optimum engine performance by knock sensor signal.
Engine rev condition can be changed according to fuel amount, injection
frequency and the mechanical conditions of each cylinder.

To compensate, we suggest you perform MDP teaching.

If MDP teaching is not carried out, engine noise will be apparent.

※ Reference
1. The MDP teaching can be performed only with the pilot injection but will be applied
to all injection processes soon.
2. The MDP teaching is compensation for pilot injection. Injection timing is decided by
mapping in the ECU.
2. The purpose of MDP teaching

1) The MDP teaching can be carried out with the diesel common rail Delphi
system.

2) In regards to pilot injection, the injected fuel quantity is very little

(1~2mg/st) so if the injector is old, it is hard to regulate fuel quantity.

Through MDP teaching, the injector can regulate the fuel quantity.

※ All teaching methods of the Delphi system are the same.

(Carnival, Terracan, Bongo3)
3. The MDP teaching condition

1) Coolant temperature should be 82℃.

( If it is the initial teaching, 70 ℃ is the proper temperature.)

2) Vehicle speed should be above 60KPH.

(If it is the initial teaching, the vehicle doesn’t need to be in motion )

3) RPM should be above 1800RPM and stroke should be above 23mg/str.

4) Speed should be maintained at 2000rpm for 1~3minutes.

5) 5~10minutes is needed for MDP teaching.

※ Reference

1. If the above conditions are satisfied, MDP teaching would be conducted

automatically. After initial learning, it can be taught every hour if the conditions are

satisfied.

2. MAX compensation duty±140㎲(above 42version)

4. Initialization of MDP teaching

It initializes when you change the code to 21 after replacement of the engine
ECU and injector.

Ex) There is a vehicle which has been taught 76times.

(Every cylinder has been taught 76times.)
1. If you change 1 injector, its teaching frequency will be changed to 0 and

the other injectors’ frequency remains 76.

2. If you change 4 injectors, all of injectors’ teaching frequency will be

changed to 0.

※ Reference
MDP teaching can be conducted up to 65536times.
5. Limp home

1. PILOT OFF

2. RAIL DIACHARG’G OFF

3. Maximum fuel quantity reduces by 50%

(Depending on DTC, 70% can be the output.)

6. The meaning of MDP teaching frequency on data

1) If MDP teaching frequency is over the standard value, it means you need to
replace the injector with a new one.

2) If MDP teaching frequency reaches standard value, engine warning light will
illuminate.
(P020X – O4 : Injector X – signal value is low.)

Injector #1 fail

Injector #2 fail

Injector #3 fail

Injector #4 fail

Signal low

Injector Open
Detail
Injector Close
Code
Open Circuit
Short Circuit
7. MDP teaching condition - Normal

Initial learning Normal initial MDP learning

1
1
1
1

1. If you input code 21 after replacement of engine ECU, MDP teaching

frequency will be “0”.
2. Carry out MDP teaching according to ignition order.
7-1. MDP teaching condition - Abnormal

1
1
1 2
1 2

If MDP teaching is not performed normally,

Engine ECU tries to teach MDP 5times to the failed cylinder but if failure
continues, teaching will be performed on the next cylinder.

※ Reference

If MDP teaching is impossible, re-input injector code21 and try teaching again.
If you try to drive without MDP teaching, engine ECU will make knocking noise.
Engine will be stable after 16times of MDP teaching (4times for each cylinder)
8. Change of MDP teaching value

VER ~ 40 VER 42 ~(’02.9/17)

MDP teaching value 80㎲ MDP teaching value changed from 80㎲ to 140㎲

Rail pressure
Fuel quantity(

VER ~40

VER 42~

㎎
)

80㎲ INJ working time(㎲)

140㎲
Auxiliary
Auxiliary (Intake Air Heater)

Air Intake heater

Air Intake manifold

Air Intake heater

Fuel Heater

Fuel Heater
Priming
pump
Inlet

Fuel
heater Fuel
filter

Outlet
Fuel Priming Pump

Priming Pump

To From
fuel filter fuel tank
Fuel Filter

Fuel Input

Fuel Output

Fuel Input
Fuel Filter (Recirculation)

To Pump

Cold
From Pump

To Pump To Tank

Hot
From Pump
Handling
Cautions (Bosch CRDI)

◈ Cautions

☞ Conduct the operations with bare hands to prevent dirt on engine.

☞ Observe the specified torque when you tighten the fuel line.

☞ Use a plug to prevent the Injector from accumulating dust

Precaution (Remove Injector) (Bosch CRDI)

1. Remove the torx bolt using torx 2. After Remove the bolt, use the 3. Using sliding hammer plus injector
tool screw driver slowly move the holder remover (09351-27210) to remove the
to backward injector

Note
1. Before remove the injector or related
part, use vacuum cleaner to clean out
all the dirt surround part.
2. During install or remove the injector,
becareful the injector holder, if the
holder drop inside, you have to
remove the rocker arm cover to fix
back to its position.

5. Use the screw driver slowly push 4. After replace the injector, using the
back the holder. After that tighten the injector installer (09351-27210) to
bold install the injector
Removal a rail/injector pipe(rail/HP pump) (Delphi)

• 1. Clean the nuts of the HP unions with a

solvent (CARCLEAN type) applied with a
clean brush.

• 2. Vacuum the particles with the aid of a

‘BLOVAC BV11’ type suction device
(Figure4).
Removal a rail/injector pipe(rail/HP pump) (Delphi)

• 3. Disconnect the injector with the aid of pliers, applying pressure to

the locking clips on the side of the connector.
 Removal a rail/injector pipe (rail/HP pump) (Delphi)

• 4. Slacken the nut screwed onto the injector

using a 17 mm(0.67 in) open
wrench(Figure4)

• 5. Slacken the nut screwed onto the rail

using a 17 mm(0.67 in) open wrench(Figure
5).

• * Notice
• It is important to positions the wrench level
with the solid end of the nut, in order to
apply the stresses to the strongest part of
the nut. If the torque is applied to the open
end of the nut,. There is a risk of distortion
of the nut when it is tightened. Or use a
pipe-wrench with cloth.
 Removal a rail/injector pipe (rail/HP pump) (Delphi)

• 6. Move the nut along the pipe, keeping

the olive in contract with the injector
cone(Figure 6) and vacuum the particles
in the contact area between the olive and
the cone, using a pneumatic suction
device.

• 7. Carry out the same operation on the

rail side.

• 8. Remove the pipe and vacuum the

particles inside the injector cone with the
aid of the pneumatic suction device
(Figure 7).
 Assembly a rail/injector pipe (rail/HP pump)

• 1. Take the new pipe out of its packing just

before fitting it.
•
• * WARNING
IT IS FORBIDDEN TO RE-USE AN OLD PIPE.
•
• 2. Remove the plug inserted at each end of pipe.
• 3. Lubricate the threads of the nuts with the
lubricant supplied in the kit before fitting the
pip(Figure 9)
• 4. Remove the protective plugs from the HP
outlets of the rail and the injector.
•
• * WARING
THE PLUGS MUST BE DISCARDED AFTER USE
•
• 5. Fit the pipe olive into the injector cone and
the rail cone. Tighten the nut by hand (Figure 10).
Assembly a rail/injector pipe (rail/HP pump)

• 6 Fit the pipe olive into the rail cone and

tighten the nut by hand

• 7. Tighten the nut on the injector side to

40 Nm(29.5 lb-ft), applying reverse
torque with the support tool for the
injector holder (Figure 12).
Injector holder-removal

• 1. Remove the HP pipe of the injector being

removed (following the method indicated in
refer to page).

• 2. Disconnect the injector connector

• 3. Disconnect the injector leakage return

hose(Figure2).

• 4. Slacken off the flange of the injector

holder(Figure3).
•
• 5. Remove the injector with the flange and
its bolts.
• Use a special tool if the injector is stuck.
Assembly of injector holder

• 1. Clean the socket of the injector holder

and vacuum the particles using the
pneumatic suction device(Figure 5).
• 2. Clean the flange of the injector holder
with solvent (CARCLEAN type) using a
clean brush.
• 3. Place a new heat protection washer on
the seat of the injector holder.
• * WARNING
• IT IS PROHIBITED TO RE-USE AN
OLD HEAT PROTECTION WASHER!
• 4. Fit the injector holder with its flange.
• 5. Tighten the injector holder flange bolt
to a torque of 19 Nm(14.01 lb-ft)(Figure 6).
• 6. Reconnect the return hose of the
injector holder. Reconnect the injector
connector.
• 7. Reassembly the HP pipe, referring to
the method described in page.
Asia Regional Training Department

Hyundai Motor Company

Asia Regional Headquarter
Level 5, Wisma Hong Leong, 18,
Jalan Perak, 50450 Kuala Lumpur,
Wilayah Persekutuan, Malaysia
Publicated by Asia Regional Office
Hyundai Motor Company (2006)