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1. INTRODUCTION
prospers future.
The common rail injection system has high pressure pump which
Fuel is led from this rail to the injector mounted on the cylinder head through lines.
The injector is solenoid operated. It receives pulses from the ECU to open the same.
fuel injected is directly dependant on the duration on pulse when the injection
pressure is constant. Sensors on crankshaft indicate its position and speed and so the
The conventional DI engine ignites all the fuel at same time, leading to
rapid increase in pressure and temperature. One of the big benefits using CR is that it
allows injection of minute quantity of fuel just before the main injection.
having individual pump a separating metering and compression is use for each
pump. Early in the stroke of the plunger, the inlet port is closed and the fuel trapped
above the plunger is forced through a check valve into the injection line. The injection
nozzle has several holes through which the fuel sprays into the cylinder. A spring-
loaded injection needle keeps the injection valve closed until the pressure in the
injector volume, acting on parts of the needle surface, overcomes the spring force and
opens the valve. Thus, the phase of the pump camshaft relative to the engine
crankshaft controls the start of injection, while the force given by the initial
displacement of the spring gives the opening pressure. The pressure on spring size is
released and the delivery valves falls back to its seat and supply of fuel is stop. The
injection pump cam design and the position of the helical groove determine the
amount of fuel injected into the cylinder. Thus for a given cam design, the rotating
introduction of direct injection (DI) which has higher fuel efficiency. Beside all the
positive aspect of diesel engine one must not disregard endangering factors like
pollutants which traffic brings along it. The major pollutants in exhaust gas are
unburned hydrocarbon (HC), oxide of nitrogen (NOx), carbon monoxide (CO) and
problem for them as worlds population grows, emission std. have become more
stringent out of necessity the strictest laws are generally initiate in California, with the
rest of U.S. and world following. All though air pollution is global problem. Including
India have started following euro-I, euro-II and euro-III std. Details of euro norms as
shown in table
will not meet euro-IV and euro-V. That is why we had to move for common rail
1. High pressure pump with pressure regulator and inject metering valve
mechanical pump raises the pressure of fuel flowing from the tank via the filter to the
of the high pressure pump. A solenoid operated metering valve mounted on the pump
inlet circuit controls the high-pressure fuel delivery. The high-pressure pump is driven
by the engine and delivers fuel at a constant pressure via the pressure regulator to the
rail. A pressure sensor mounted on the rail detects the fuel pressure. The signal is used
by the ECU to adjust the rail pressure to the desired value by acting on both the
pressure regulator and the inlet metering valve. The injection pressure can be
first generation.
The rail supplied fuel at constant pressure to the injector via high-
pressure pipes. It has the role of fuel accumulator and pressure pulsating damper. This
adjustment enables high pressure injection even at a low engine speed, and allows fuel
to be atomized sufficiently at any engine speed range. The current pulse generated by
the ECU energizes each injector solenoid valve in sequence and defines the start and
the end of each injection event per engine cycle. The common rail can generates more
than one injection and gives more flexible control of the rate of injection that
5. SYSTEM OVERVIEW
The high pressure pump pumps the fuel delivered from the feed pump
(HP) into he high pressure accumulator Rail. An in line pump is used in heavy duty
vehicles like trucks. And radial piston pump with cam rings in cars. The pump
operates at low maximum torque and thus substantially reduces drive power
requirements.
A) In line fuel injection pump with electronic governor (activators) and integral
timing devices. In this pump system a number of pumping elements (also know as
B) The common rail system high pressure pump utilizes redial pump as shown in
figure.
This high pressure pump has a cam which is stationary and a rotating
hydraulic head which houses two plungers. These plungers touch the cam and are
push in four times a rotation. Thus fuel is pumped four times per rotation. A non
return valve is used to send the fuel to the rail. The inlet of the pump is controlled to
maintain the needed delivery. It may be noted that any excess delivery is ultimately
returned back from the rail pressure regulator after it is throttle down to tank pressure.
This amounts to fuel heating and also loss of work takes place to pump the fuel.
Hence, controlling the delivery at the pump is a good idea. A high pressure pump is
also used. Both these valves are solenoid operated and are controlled by the ECU.
In the rail pressure regulator the spring force and the electromagnetic
force generated by the coil regulate the pressure. The pressure is controlled by ECU.
The rail is connected to the injectors through high pressure pipes. The
rail acts as a reservoir for the fuel trapped between the check valves of the high
pressure pump and the injector. The injectors provides with the fuel at the required
injection pressure. The volume for a four- cylinder passenger car with 2 liter
displacement is around 20-25 ccs. The stored volume is also used as a damper for any
pressure fluctuations that occur due to the pulsating supply of fuel from the high
pressure pump and the brief, large fuel withdrawal during injection through the
injectors.
otherwise results in unnecessarily large pulsation in fuel pressure and a large volume
increases the response time of the pressure during transient and start conditions.
independent of each other. Thus the injection pressure at start of injection can be
freely selected within relatively wide limits. The core of the system is the solenoid
valve controlled injector for each individual cylinder of the engine. A pulse from ECV
to the solenoid valves in the injector initiate the injection process. Opening duration of
solenoid valve and fuel pressure in the common rail system determines fuel quantity.
• A multi hole nozzle with a spring pressing the nozzle needle to its seating seat.
• A control piston
• Solenoid assembly.
Fig. 4 - Injector
8 B. N. College of Engineering, Pusad
Common Rail Direct Injection
The high pressure fuel fills the cavity around the injector nozzle. When
the solenoid valve is deactivated the orifice top of the control piston is close the high
pressure fuel flows on top of the control piston through orifice The resulting pressure
on the control piston in addition to the injector nozzle spring pressure keeps the
injector nozzle closed. When the solenoid valve is energized it opens orifice and the
fuel on top of the control piston flows back into the tank via return line. One of the
strength of the common rail system is multiple injection. This is possible because the
shortening the injection time and realizing multiple injection at one fuel intervals and
1. Pilot
2. Pre
3. Main
4. After post
• The pilot injection, which occurs well before ignition provides time for the
fuel and air to mix... A large fuel injected during pilot injection increases
particulate matter emission. Hence pilot injection must take place at the right
• Pre injection shortens ignition delay in the main injection and there by
• The ultimate injection. Post injection helps manger the exhaust gas
temperature which makes the exhaust processing in the after treatment system
more effective.
The software in the ECU uses the sensor signals as inputs. And with
the help of the stored characteristic maps. Calculates the fuel quantity to be injected,
pressure at which it is to be injected and the time of injection (in degrees before
(opening of the solenoid valve in the injector). The specified accuracy and the
the vehicle. It is used for information exchange over a dedicated network called the
Controller and network (CAN). The ECU stores the faults occur in the system along
Sensors:-
These signals are conditioned and processed by the ECU and used for calculation of
the fuel quantity, pressure and timing. Some of the important sensors present in the
This sensor precisely registers the air mass flow into the intake
manifold.
• Actuator:
(solenoid vale) are used to achieve efficient start of injector and precise injection fuel
quantity. At start of injection a high pickup current results in quick opening of the
solenoid valve. As soon as the nozzle needle has traveled its complete stroke and the
nozzle has opened completely. The energizing current is reduced to a lower holding
6. SPRAY CHARACTERISTIC
disintegrated in to the fine droplets due to air resistance dense air present in the
combustion chamber. The disintegration of the fuel in to fine droplets depends on the
characteristics of the fuel and air the nozzles VCO type and has a six hole each having
velocity for mixing and evaporation less than 5 micro in size due to pressurize fuel to
and 400 bar respectively the tip penetration under lower chamber pressure longer than
under a higher chamber pressure for same injection pressure. A higher injection
13 B. N. College of Engineering, Pusad
Common Rail Direct Injection
pressure provide less fuel momentum and hence spray travel faster and faster mixing
and better mixture towards homogeneous type with achieving Complete combustion
(burning) process. As the atomization by friction up to the 1400 bar more in the
atomization thus it is supported by the figure which illustrates the decrease in the
PERFORMANCE
almost constant throughout the injection period. It enables the injection pressure to be
(break specific fuel consumption and mean indicated pressure were taken as
representative of specific and indicated results) are only significant in the range
between 300 and 700bar, and mainly for delayed combustion processes (figure).
especially so for low injection pressure. Finally hole diameter of 0.23 mm presents
Fig. 7-Injection pressure V/s BSFC Fig. 8- Injection pressure V/s mean
indicated pressure
emissions in figure Rising the injection pressure leads to noticeable increases on NOx
emissions and to different tendencies on smoke opacity. The effect of the injection
hole diameter is also noticeable: that of 0.23 mm presents the best smoke and CO
15 B. N. College of Engineering, Pusad
Common Rail Direct Injection
results but slightly higher NOx emissions than the others. The expected increases of
NOx with advanced combustion are compensated by smoke reductions only when the
Fig.9- Injection pressure Vs. CO Fig.10- Injection pressure Vs. smoke opacity
load for the injection pressure 1400 bar and 2000 bar. It is clearly shown that the
engine performance very good perform at higher pressure and poor performance on
reduce injection pressure for poor distribution automation fuel in to air mixing due to
low pressure result in improper combustion, reducing thermal efficiency of the engine
full load efficiency up to 42.5% for 1400 bar while at to 200 bar 33.1%.
Fig. 12 – Figure shows the variation in thermal efficiency as a function of load for
FEATURES
• Injection pressure and injection event are independent of engine speed or position
• Alignment of pilot and post injection event to emission or after treatment system
requirement
BENEFITS
The next few year will see a marked change in Indian automobile
scene MICO is gearing itself up to introduce common rail technology to the Indian
market in the near future with corporation of Robert Bosch Gimbh. While considering
may respects with more complex systems. The development and application time is
going to incasing when designed tested, built, assembled and traded with experience
and electronic system can be more reliable than mechanical system as they generally
10. CONCLUSION
with high pressure generation and control of the injection during can be freely
Compare to the unit injection system (UIS) and unit pumps system
(UPS) the CRS can reduce the emission level, also reduce the noise.
The electronic control unit controls the rail pressure, solenoid valve in
injector and injection pressure which help in reduction in noise, particulate matter and
.The CRDI with electronic control unit embodies additional strength, which improves
The CRDI is only technology which will meet the Euro-IV and Euro-v
REFERENCES
1. N. Gurrassi and P. Dupraz : ”A Common Rail Injection System For High Speed
Injection Engine” SAE Technical paper series 98803 internal Congress and
injection / page no. 349-355, Engine emission / Air pollution / page no. 495-498.
9. www.robortboshasa.com
11. www.emd.horiba.com
ABSTRACT
power output fuel economy, reduce engine noise and vibration, simultaneously to
maintain the increasingly stringent requirement of the Euro-III and coming soon
Euro-IV legislation that common rail diesel injection technology for vehicle has proud
other diesel system is, its ability to generate high pressure independence of engine
speed and load As the result this system can be flexible in allowing splitting of fuel
A feed pump transport the fuel from tank to high pressure fuel pumps.
The high pressure fuel pump delivers the compressed fuel to high pressure rail. The
pressure sensor on rail allows an exact close loop rail pressure governing. The injector
with solenoid control is directly connected to rail and have same pressure as the rail.
The silent features of the rail technology injection pressure and timing can be control