VP44 Electronic Inj Pump

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VP44 Injector Pump System

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The VP44 injection pump was introduced on the Cummins ISB as a stop gap measure to meet 1998 emissions
standards before a common rail fuel system was ready for production. For Dodge Ram pickups, the ISB engine was
used in all trucks built after January 1, 1998. A common rail system is being road tested now, and reliable rumors say
the the VP44 will be replaced by a common rail in 2003 models. For those with 1998-2002 Rams, here are some
details about the VP44 pump.

To meet environmental regulations for a variety of engine applications, Cummins designed an ECU to which they
could download different engine control programs without making any physical changes to the engine. This electronic
engine control unit (ECU) is installed in a sealed box that is mounted directly to the cylinder block of the engine. The
ECU communicates with the VP44 fuel injection pump through a high-speed 2-way CAN-BUS data-link.
There is no direct connection from the throttle to the injector pump. Inputs from engine sensors and the throttle
position are used by the ECU to determine how much fuel is injected, and when. The ECU uses sensor and throttle
position inputs to compute the appropriate "load", then the controller obtains the fueling rate information from look-up
tables, sometimes called maps, stored in ROM. From these a value is determined that represents the desired amount of
fuel to be delivered to the engine. This value is then communicated to the injector pump.
The VP44 injection pump uses a set of mechanical plungers to pressurize the fuel, and a mechanical distributor to
route the fuel to the correct injector. An electronic controller converts the fuel information sent from the ECU into
mechanical control of the fuel delivery by opening and closing fuel spill ports inside the pump mechanism. The pump
returns information to the ECU regarding its current operating state.

Bosch VP44 Injector Pump Cummins ECU

General Information from the ZEXEL site:

The VP44 systemwas developed to meet emission

standards and reduce fuel consumption. VP44 is a direct-
injection type fuel-injection system for small- to medium-
size diesel engines. To generate the high injection pressures

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VP44 Electronic Inj Pump

needed for direct-injection, The VP44 uses an internal cam

disk and radially opposed plungers to pressurize the fuel
from two directions.
The VP44 controls the injection rate and injection timing
using two electromagnetic valves. Also, the electronic
control unit is divided into two, with a compact control unit
mounted directly on the pump and a larger Engine Control
Module mounted on the engine block.

Fuel System - General Information from Cummins

The VP44 is an electronic fuel injection pump manufactured by Bosch®, that can vary fueling and injection timing
based on input from the electronic control module (ECM). This pump has its own electronic control unit, the fuel
pump control module (FPCM), which contains fueling, timing, and diagnostic data. The fuel pump control module
(FPCM) communicates with the engine controller (ECM) to obtain information on desired fueling and timing. The fuel
pump control module (FPCM) responds to the ECM's commands by consulting the fueling data and timing in its
memory and actuating the fueling and timing solenoids.
A fuel temperature sensor is located inside the VP44 pump to compensate for changes in the temperature of the fuel.
The pump also contains a speed sensor (IAT) that gives the fuel pump control module (FPCM) data on the position and
speed of the pump shaft. A reference pulse that marks top dead center (TDC) of cylinder No. 1 is sent from the ECM
once every pump revolution. By comparing this reference pulse from the ECM to the position signal from the speed
sensor (IAT), the fuel pump control module (FPCM) can reference the pump's position in relation to the engine's
position. This allows the fuel pump control module (FPCM) to adjust the pump timing to compensate for minor
position differences between the fuel pump shaft and the engine camshaft. If the difference between the pump position
and engine position becomes too great, then a fault will be logged in the fuel pump control module (FPCM).

In addition to the
engine position
reference pulse, the
fuel pump control
module (FPCM) also
receives timing and
fueling commands
from the ECM. The
fuel pump control
module (FPCM)
controls the timing and
fueling through two
solenoids located in the
pump. The timing
solenoid controls the
position of a cam ring
inside the pump by
varying internal
transfer pump pressure.
The cam ring has
evenly spaced lobes
around its inner diameter. The pumping plungers ride on rollers that rotate inside this cam ring. The rollers follow the
inner diameter of the cam ring and push the pumping plungers inward whenever a cam lobe is encountered, thus

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VP44 Electronic Inj Pump

building injection pressure. By rotating the cam ring with the timing solenoid, the fuel pump control module (FPCM) is
able to advance and retard the injection timing by making the rollers contact the cam lobes either earlier or later.
The second solenoid in the pump is used to meter fuel to the injectors. The solenoid opens the fuel metering valve to
allow fuel from the supply pump to flow into the pumping chamber. Once the pumping chamber is charged with fuel,
the solenoid valve closes. This traps the fuel in the chamber and allows injection pressure to build. The fuel is routed
to the correct injector by the pump distributor. The distribution port on the distributor aligns with one of the six outlet
ports to distribute fuel to a given injector. Once the desired amount of fuel has been injected, the solenoid valve opens,
causing the pressure in the pumping chamber to bleed down, which ends injection. The cycle then begins again for the
next cylinder.

The fuel injection pump (VP44) is an electronic rotary distributor pump. The pump performs four basic functions:

1. Producing the high fuel pressure required for injection

2. Metering the exact amount of fuel for each injection cycle
3. Distributing the high-pressure, metered fuel to each cylinder at the precise time
4. Varying the timing relative to engine speed.

A cam ring with three plungers, a rotor, and an electronically controlled fueling solenoid valve is used to develop
and distribute the high pressure required for injection.
A worn or damaged internal transfer pump, plunger, or fueling valve can affect the pressure and the amount of fuel
injected, thus reducing the power from the engine. Generally, if the fuel-injection pump is injecting fuel from one
outlet, it will deliver from all outlets.

VP44 Timing Principles

Timing in the VP44 is controlled by an internal timing piston coupled to a cam ring inside the pump. The timing
piston is moved by fuel pressure. The amount of fuel pressure in the timing piston assembly housing is controlled by
an internal transfer pump and a pulsating timing solenoid valve. As the pump speed increases, the fuel pressure to the
timing piston assembly also increases.
Based on the inputs from the fuel pump control module (FPCM), the timing solenoid valve pulses to vary the
pressure to move the timing piston, which results in the cam ring moving to the desired position to achieve the
commanded timing. The more pressure created by the internal transfer pump and timing solenoid valve, the more the
timing will advance; therefore, timing range capability is increased at higher rpms.

The ISB engine is equipped with an electric-powered lift pump.

Fuel flow begins as the fuel lift pump pulls fuel from the supply
tank. This electric lift pump supplies low-pressure fuel (10 to 12
psi) to the filter head, through the filter, and then to the electronic
distributor injection pump.
The electronic distributor pump builds the high injection
pressures required for combustion and routes the fuel through
individual high-pressure fuel lines to each injector.
When the high-pressure fuel reaches the injector, the pressure
lifts the needle valve against the spring tension to let the fuel enter
the combustion chamber.
Any leakage past the needle valve enters the fuel drain manifold
in the cylinder head. The fuel in the manifold exits at the rear of
the cylinder head and is routed to the fuel tank. The fuel that is
returned from the fuel injection pump is also routed back to the
fuel tank.

What other engines use the VP44 Injection Pump?

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VP44 Electronic Inj Pump

BMW 320d
Ford Focus td
Opel dti
Saab
VAG V6 tdi
John Deere 6.8L diesel
Case tractors and construction equipment

Subject: [TD] VP44 & P7100

Date: Fri, 11 Jun 1999 08:19:36 -0700
From: Josh Berman j.e.berman@metc.cummins.com
To: TurboDiesel, cummins

> I was told the rotary pump on the ISB's does not have near the capacity of the
> older in line pumps. One cylinder versus six. Just does not have the ability
> to move as much fuel apparently.

The VP44 that we use actually has 3 pistons arranged in a radial pattern (think of the "star" logo on a line of German
luxury cars :-). BOSCH makes VP44s with different #'s of pistons, depending on how many cylinders the engine has.
The pistons ride inside a cam ring (think of a doughnut with a lumpy hole). As the pump shaft rotates, the pistons
rotate inside the cam ring, and the ramps on the cam ring press the pistons inward, pressurizing the fuel (which is then
directed through the fueling solenoid and distributor which sends the fuel to the correct cylinder). The P7100 can pump
a lot of fuel: it went to 230 HP on the B-Series automotive engine, 325 on the C-Series automotive engine, even higher
on the marine versions. Currently, the highest rating we sell the ISB (and thus the VP44) at is 275 HP. That rating is
restricted to RVs and fire trucks. I don't think the VP44 is max'd out at 275 HP, but I honestly don't know what its
limit is. -Josh B.

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