0302 Delphi CRDi Final

DELPHI CRDi Fuel System
MIAMI TRAINING CENTER

Parts 1: General

Parts 1: General
COMMON RAIL BY LUCAS VARITY CONCEPT

With the COMMON RAIL BY LUCAS VARITY system, the generation and
the control of high pressure are independent of the injection control.
Therefore, the selection of the injection parameters (injection pressure,
number of injections, position of the injection and quantity for each
injection) can be freely selected for each operating point within limits
defined by the component sizing.
Injection parameters, rail pressure and other engine parameters are
controlled by the Electronic Control Unit (ECM).

Parts 1: General

Parts 1: General
FEEDING CIRCUIT
A low pressure circuit which feeds the fuel equipment with pressurised and filtered fuel.
HP CIRCUIT
A high pressure circuit with an HP pump to compress the fuel from the low pressure circuit to
the rail through a high pressure pipe.
A rail to accumulate highly pressurised fuel, connected to the injectors by high pressure pipes.
Electronically controlled injectors (one per cylinder) which ensure the introduction of the
required amount of fuel at the right time in the cylinders.
BACK-LEAK LP CIRCUIT
A back-leak low pressure circuit which has two main functions :
- to collect the pump back-leak flow and to divert it back to the tank
- to collect the injector back-leak flow. This function is helped by a
venturi to create a vacuum in the back-leak pipe.
5

Parts 1: General
INLET (suction)
(From filter)
OUTLET
(To C/rail)
INLET
MEETERING
VALVE (IMV)
7
VENTURI
(For return)
FUEL
TEMPERATURE
SENSOR

Parts 1: General
The functions of the HP pump are :

To generate the required high pressure level in the HP accumulator (rail),
To meter the compressed fuel quantity accurately according to the
power requirements of the engine in order to fulfill the high
pressure and fuel demands calculated by the ECM for a given
driver demand.
The Common Rail pump consists of the following main elements :

The hydraulic head
The temperature sensor
The inlet metering valve
The high pressure outlet
The inlet valve
The outlet valve
The plungers
The roller / shoe assemblies
The drive shaft
The lift pump

Parts 1: General
The HP pump is made of two main parts :

Transfer pump
>> Blade concept Integrated to the HP pump
>> Pressure regulated to 6 Bar
>> Pump capacity : 5,6 cc/rev
>> Fuel flow : 90 l/h at 300 prpm and 650 l/h at 2500 rpm
>> Suction ability : 65 mBar at 100 prpm
High pressure pump

>> Cam ring with 4 lobes
>> 2 chambers of 0,9 cc/rev (2 radial plungers by chamber)
>> Chambers phased at 45
>> High pressure modulated by Inlet Meetering Valve
>> HP limitor (from 1800 to 2100 Bar)
>> Belt drive with speed ratio at 0.5

Parts 1: General
High presser pump
Inlet Metering
Valve(IMV)
Hydraulic Head
Plunger
Drive Shaft +
Cam Ring
Housing
Roller + Shoe
Transfer Pressure
Pump
Temperature Sensor
Venting
10
Outlet High Pressure

Flange
11
Transfer Pressure
Regulator
High Pressure Pump Assembly

Parts 1: General
High Pressure Pump Fuel Flow

Normal operation (make a pressure)
High pressure pump is self lubricated from incoming fuel.

7

Parts 1: General

Deceleration (with out pressure)

Parts 1: General

Filtered fuel is sucked through the HP pump inlet nipple. The fuel then passes into
the transfer pump which raises the inlet pressure to a level known as transfer
pressure. Natural transfer pressure is a function of pump speed.
A regulator valve which forms part of the housing maintains this pressure at a predetermined level (around 0.6 Bar). Fuel at transfer pressure also passes into the
inlet metering valve which controls the amount of fuel delivered to the pumping
element(s).
The fuel enters the hydraulic head, is compressed by the plungers and forwarded to
the high pressure pipe and then to the rail.
Pressures:
Pump suction from tank: -100 mbar
Low pressure :
6 bar (internal)
High pressure:
1400 bar
Back leak (return):
-0.5 bar
Transfer(Feed) Pump of High Pressure Pump

Transfer Pressure Regulator
OUT
IN

Parts 1: General
Transfer (Feed) Pressure Regulator
OPERATING PRICIPLE
A regulating valve allows the transfer pressure
to be maintained at a practically constant level
( about 6 bar) throughout the whole range of
engines operations by returning some of the
fuel to the pump inlet.
Regulating valve
High Pressure Plunger of High Pressure Pump

Parts 1: General
IMV ( Inlet Metering Valve)

The LP (Low Pressure) actuator also know as the IMV (inlet metering valve), is used
to control the rail pressure by regulating the amount of fuel which is sent to the
pumping element of the HP pump. in such a way that the pressure measured by the
HP rail sensor is equal to the pressure demand sent out by the ECU. of operation it
This actuator has two purposes. Firstly it allows the efficiency of the injection system
to be improved, since the HP pump only compresses the amount of fuel necessary
to maitain in the rail the level of pressure required by the system as a function of the
engines operating conditions.

Parts 1: General
IMV ( Inlet Metering Valve)

The IMV is normally open when it is not being supplied with current. It cannot
therefore be used as a safety device to shut down the engine if required.
The IMV is controlled by current. The flow/current law is shown below.

Parts 1: General
Common Rail (Linear Rail)

Rail
- Empty mass :1.9kg
- Volum :18cc
- Bursting pressure : >7000 bar
RAIL DESIGN
The high pressure volume forwarded from the HP
pump through a HP pipe is
stored in the accumulator also named the rail. It
consists of a distributor manifold
which provides the fuel at the injection pressure to
the injectors through HP pipes
and damps the pressure fluctuations.

Parts 1: General
The accumulator volume is defined in order to achieve :

Pressure fluctuations as small as possible. The pressure fluctuations are due to
the pulsating supply of the fuel coming from the HP pump and to the fuel
consumed through the injectors. The target is to achieve rail pressure feedback at
rail pressure demand +- 15 bar in order to have a good accuracy of the injected
fuel quantity. A larger volume provides a better damping of the pressure
fluctuations.
Good startability. A smaller volume shortens the build up time and therefore allows
a quicker start.
The rail volume is then a compromise between a large volume to reduce pressure
fluctuations and a small volume to achieve good startability.

Parts 1: General
Common Rail (Pressure Sensor)

Pressure sensor
>> Type : diaphragm/Piezo sensor
>> Power supply : 5 +/- 0.25V
>> Pressure sensing range : 0 to 1800
Bar
>> Maximum pressure : 2200 Bar
>> Burst pressure : over 2500 Bar
5V
4.8V
4.5V
0.5V
0
1800 bar

Parts 1: General
Common Rail (Pressure Sensor)
Supply 5V
Signal 0.5~4.5V
Ground 0V
5V
4.8V
4.5V
0.5V
0
1800 bar

Parts 1: General
Injector
Technology
The maximum injector pressures are
approximately 1600 bar. the forces to be
overcome in order to lift the needle of the
injector are very large. Because of this,
it is impossible to directly control the
injector by using an electromagnetic
actuator, unless very high currents are used,
which would be incompatible with
the reaction times required for the mulitple
injections.

Parts 1: General
Injector
This requires bulky and expensive power
electronics and lead to considerable heating of the
actuator and
DCU. The injector is indirectly controlled by means of a
valve controlling the
pressurising or discharging of the control chamber
located above the Needle:
When the needle is required to lift (at start of injection),
the valve is opened in
order to discharge the control chamber into the return
line. When the needle has
to close (at the end of injection) the valve closes again so
that the pressure is reestablished in the control chamber.

Parts 1: General
Injector
The purpose of the injector is to inject the required amount of fuel at

the right time with variation of injection volume and start of injection
as small as possible between engine cylinders.

Parts 1: General
Injector
Quantity : 4
Injectors retained by clamping Opening by control valve solenoid
Multiple injections : Pilots, Main and Post
Drive pulse : In two parts (pull current and hold current)
Individual injector correction.
Variable injections pressure up to 1600 bars low
fuel delivery control up to 1600 bars
100s minimum between injections
main injection
pilot 1
pilot 2
post pilot

Parts 1: General
Injector assambly

Parts 1: General
Injector assambly

Parts 1: General
Injector (The Valve)

In order to garantee response time and minimum energy consumption:
The valve must be a light as possible
The valve stroke must be as short as possible
The effort needed to move the valve must be minimal, which means that the valve
must be in hydraulic equalibrium in the closed position. Spring pressure ensures
contact between the valve and its Seat. To lift the valve, it is therefore required to
overcome the force applied by this spring.

Parts 1: General
Injector (The spacer)

The spacer is situated underneath the valve support. It intergrates the control
chamber and the three calibrated orifices which allow operation of the injector. The
orifices are:
The injector supply orifice (Nozzle Path Orifice: NPO)
The control chamber discharge orifice (Spill Orifice: SPO)
The control chasmber filling orifice (Inlet Orifice Control: INO)

Parts 1: General
INJECTOR
Adaptor plate
Control valve
7

Parts 1: General
Injector Operation
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.
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.

Parts 1: General
Injector Operation (Phase 1)

Parts 1: General
Injector Operation (Phase 2)

Parts 1: General
Injector Operation (Injection)

Electromagnet field

Parts 1: General

Electromagnet field

Parts 1: General
Injector Operation (End of Injection)
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.

Parts 1: General

Parts 1: General
Injector Operation
Injector Control
The control current of the injector coil has the following form:
Pull peak=24.5 A nom
Hold peak=6.8.A nom
Pull trough=7.4.A nom
Hold trough=5.2.A nom
The low current allows for the Joule effect losses in the DCU and injector to be reduced. The call current is
higher than the hold current because during the hold phase:
-The air gap between the valve and the coil is reduced (by the valve stroke value i.e. about 30 m and the
electromagnetic force to be applied to the valve can thus be reduced.
-It is no longer necassary to overcome the valves inertia

Parts 1: General
Injector Operation
Discharge through the injectors
When the rail pressure demand suddenly drops:
-
Foot off the accelerator (overrun)
Or durinig a fault requiring the rapid discarge of the rail
Closing the IMV will not allow the new required pressure defined by the DCU
to be reached quickly enough. The system therefore usues the injectors to
discharge the rail.This method is based upon the response time of the
injectors. In fact, to discharge the HP circuit without risking the introduction of
fuel into the cylinders, it is necessary to supply the coils with pulses which
are long enough to lift the valve and thus bring the rail into direct
communiccation with the injectors return circuit, but short enough to prevent
the injector needle from lifting and thus causing the unwanted introduction of
fuel into the combustion chamber.

Parts 1: General
Injector Operation
Discharge through the injectors (cont)
This method of operation is only possible if the control of the response time
of the injector is perfect, i.e. the time between the start of energizing of the
solenoid valve and the moment at which the injector needle lifts.
This time is obviously different for each injector because it depends on initial
characteristics and amount of wear of the injector. It is therefore essential to
accurately know the initail characteristics and deviation of each injector.
The injectors of the common rail system are very high precision parts.They are
capabel of injecting flows ranging from 0.5 to 100 mg/stroke at pressures of 150 to
1600 bar. Extremely high production tolerances are required. However, due to slight
variations in maching, pressure drops, mechanical friction, and magnetic force may
vary between Injectors, as a result deviations up to 5 mg/stroke can occur.
This means it is impossible to effectively control an engine with such differences
between the injectors. It is therefore necessary to apply a correction which will make
it possible to inject the required amount of fuel whatever the initial characteristic of
the injector, to do this , it is necessary to know the this characteristic and to correct
the pulse applied to the injector according to the differences between this
7
charcteristic and the Target stored in the DCU.

Parts 1: General
Injector Individual Calibration

All injectors are numbered into a batch depending upon there particular
characteristic, by using a data matrix code (for production line) and a alphanumerical
code (for aftersales service)
-
If an injector is replaced it is necessary to load the value into DCU
If all injectors are replaced, ALL values must be loaded into DCU
To reset the learnt perameters which characterise the state in which the system has programmed itself. Because
the system is starting again with new components, it is advisable to return these programmings to the original
values.
If a DCU is replaced, it is then necessary to:

-
Load ALL the values and the vehichle configuration into the new DCU
To copy the learnt parameters which charcterise the state in which the system is in. As the DCU is new it will not
know these values, it will therefore use neutral values. To ensure optimum operation from the first start it is
necessary to record these values in the DCU.
Re-programming is explained further in the Hi-Scan section.

Parts 1: General

Parts 1: General
CII for A/S
CII for
production
Further details on calibration can be found in the

Hi Scan section
Injector tightening Torque
P1 Injector :19m.N +/- 5
7

Parts 1: General
Fuel Filter
Environmentally friendly,throw-away filter, Periodicity : 60.000Km

Quick-fit connections Inlet,outlet, & Return
Equipments : Water drain screw (every 20 000Km recommended
Reheating : gasoil recirculation
Filtration:
85% of 5 particles
97% of 10 particles

Parts 1: General
Fuel Filter (Recirculation)

The filter has an internal bi-metal strip, in cold conditions the fuel return from
the HP pump is directed through the filter housing, to be mixed with new fuel
going into the HP pump.
As a result of friction and compression in the HP pump the leak fuel
temperature is rapidly increased. This sysem is acting as a fuel heater.
When the fuel temperature has reached approximately 40C the bi-metal
strip releases the steel ball closing the port, allowing the return fuel to flow to
the fuel tank.

Parts 1: General
To Pump
Cold
From Pump
To Pump
To Tank
Hot
From Pump
Steel ball
Bi-metal strip

Parts 1: General
Priming
pump
Fuel
heater
Fuel
filter
Fuel heater is operated by bi-metal which is located

inside of fuel heater. Bi-metal is closed(switch on)
when the temperature reaches below -2C. Bi-metal is
opened(switch off) over 3 C.
Specification of fuel heater
- Operation voltage :
battery voltage
- Maximum voltage : 24V
- Current : 11A
- Sealing pressure : 6bars
- Sealing vacuum pressure :
0.5bar
- Life : 10000cycles

Parts 1: General

Parts 1: General
The requirements for the Common Rail System protection are :

High retention capacity especially towards fine particles,
required to meet ISO 14/8 cleanliness level,
Sensing, separation and collection and sensing of water from the
Diesel
(critical for some markets e.g India, Eastern Europe...)
Fuel de-waxing :
Electrical heater (Option,Not on Terracan)
Fuel re-circulation (Available)
Air management (air splitting system)
Other requirements :
Maximum fuel flow through the filter : 120 l/h.
Compact design.
Extended filter life.
Material recycling / recovery.

Parts 1: General
ECM
ECM hardware : C2 level
ECM software : C7E
Microcontroller : Siemens C167CS with an external flash memory
Conectors : 3 module mouled as part of plastic case, (112 pins),
1x48 pins and 2x32 pins
Normal operating voltage : between 8V and 16V
Diagnostic : Protocol Keyword 2000 by K line
Specific functions :
>> Smartra anti-theft
>> Air heater resistors
Other functions :
>> EGR control
>> Water heater control
>> Air conditioning control
>> Engine cooling control

Parts 1: General
ECM
AFS
Accelerator pedal sensor
CMP sensor
CKP sensor
Rail Pressure sensor
Knock sensor(Accelerometer)
Fuel Temperature sensor
ECT sensor
IAT sensor
Vehicle Speed sensor
Brake switch
Clutch switch(M/T)
A/C switch
A/C Pressure sensor
ECM
Main Relay
Injector
Cooling Fan control
Air Heater
EGR Valve
MIL lamp
Inlet Metering Valve

Parts 1: General
Exhaust Gas Return (EGR)

EGR OFF Condition
Coolant temp under 15C
EGR Valve
Or over 100 C
Intake air temp over 60 C
Engine RPM over 2500rpm
Engine load over 40% of Max.
A/C on
Altitude over 1000 Meters
Air flow sensor fault
During cranking (and for 2 secs)
Solenoid Valve
ECU is controlling a solenoid valve to apply a

vaccum to operate the EGR. Feed back control
is via the air mass sensor HFM5

Parts 1: General
Heat Exchanger
Heat exchanger
The heat exchanger, located at the
rear of the cylinder head, is to cool the
EGR gases entering the intake manifold.
Cabin Heater
The Terracan is not fitted with a cabin
Heater for the following reasons:
-Engine capacity is larger than that of
the `D` engine.
-Heater inlet hose diameter has been
increased.
The above meets the target requirements of cabin warm up.
Heat exchanger

Parts 1: General
Air Intake Heater
Mainly the ECU is monitoring the coolant

temperature, should the temperature
Air Intake heater
be in the operating range the air intake

heating element/s are operated for the
Intake heater manifold
duration as listed in the following chart
AIH_relays_drive
BAT
Vbat
ECU
RELAY2
Fuel_demand
RELAY1
Coolant_temperature
Engine_cycle_speed
Atmospheric_pressure
DIAG1
IG1
DIAG2
GND
A/HEATER2
A/HEATER1
A/HEATER
Specification:
LAMP
Vbatt:
14V
Resistance: 0.2
Current:
70 A ( x two elements = 140 Amps

Parts 1: General
The air intake heating element is controlled by the ECU, which must consider
many variables as listed below:
Engine_stop_request
Atmospheric_pressure
ISO_AIH_Lamp_active
Battery_voltage
AIH_Relay_drive_mode
Coolant_temperature
AIH_Lamp_drive_mode
Coolant_temp_faults
AIH_Relay_faults
AIH_Diag_high1
ECM
Preheat_entry_time
AIH_Diag_high2
Engine_speed
AIH_Control_ISO_request
Checked_main_fuel_demand
Air heaters

Parts 1: General
Air Intake Heater (Pre & post Heating)

Pre-Heating
Post-Heating
Temp C
Time (sec)
Temp C
Time (sec)
-30
26 sec
-20
26 sec
-25
20sec
-10
20sec
-20
15sec
15sec
-15
10sec
+20
10sec
-10
5.5sec
+80
5.5sec
-5
3.5sec
2sec
+20
0sec
During the post heating time, Air heating elements are switched on, alternating
between circuits 1 & 2 for 10 secs.
In addition, after starting the engine RPM did not reach 3000rpm the heater elements are continue
d to be powered for a maximum of 180 secs.
7
Air Flow Sensor
Air Flow Sensor
Air flow Sensor

Parts 1: General

Parts 1: General
Safety Instructions
It is strictly prohibited to smoke or to eat while working on the Common Rail injection system.
It is essential to disconnect the battery before any work is done on the Common Rail injection system.
It is strictly forbidden to work on the Common Rail injection system with the engine running.
It is necessary to read the value of the rail pressure and of the diesel oil temperature with the engine
running.
It is necessary to read the value of the rail pressure and of the diesel oil temperature with the aid of the
diagnostic tool before any work is done on the fuel circuit. The opening of the circuit can only begin if the
diesel oil temperature is less than 50C (122F) and the rail pressure is close to 0 bar. If it is not possible to
communicate with the computer, wait for 5 minutes after the engine has stopped before starting any work
on the fuel circuit.

Parts 1: General
Safety Instructions
It is strictly prohibited to supply an actuator directly off an external power supply.
The injector must not be dismantled.
The HP sensor must not be removed from the rail. If the HP sensor fails,
It is essential to replace the complete rail.
The IMV, the diesel temperature sensor and the venturi must not be removed from the pump. If one of these
components is faulty, the whole pump must be replaced.
The HP pipes are not reusable : a removed pipe must be replaced.
Decarbonizing the injector in an ultrasonic bath is strictly prohibited.
The computers metal casing must never be used as an earth!
During welding jobs (bodywork repairs), the ECM must be carried out by
qualified staff who have received training at the DELPHI DIESEL SYSTEMS training center.

Parts 1: General
General cleanliness instructions
STORAGE OF PARTS
Environmental conditions
-30 to + 60(-22 + 140).
Humidity of 0 to 80%.
Magnetic environments
The injector holder must not be left close to a magnetic field source at a level higher than 400A/m.
Packaging
Each of the system components must be packed be packed in a sealed plastic pouch. The holes must
be protected with suitable plugs.

Parts 1: General
The packaging of the spare parts should be opened just before they are used. Moreover,
the sealing plugs must not be removed until the final connection is made. The plugs and the
sealed pouches must be discarded after use.
Any part which has been dropped must be returned to DELPHI DIESEL SYSTEMS for
assessment.
Before fitting the injector, is it essential to ensure that its socket is clean.

Parts 1: General

Parts 1: General

Parts 1: General

Parts 1: General

Parts 1: General
High Pressure Plunger of High Pressure Pump
High Pressure Pipes
1.
4 HP pipes rail / injector
2.
1 HP pipe pump / rail
If the Injector or main rail feed pipes are

removed they MUST BE REPLACED WITH
NEW
During the removal of the injection system

When the injection system has been opened, it is strictly prohibited to
use a blower, a brush or a tube brush, since these tools might cause
impurities to get into the system.
As soon as an orifice has been opened, it is essential to block it using
the appropriate plug.
* WARING
THE PLUGS MUST BE DISCARDED AFTER USE.
After opening up and blocking the holes, each component of the
injection system must be stored in a new sealed pouch.
Cleaning of the injector is strictly forbidden, even with an ultrasonic
cleaner. Moreover, the separation of the injector from the injector
holder is prohibited.
During reassembly of the injection system
The packaging of the spare parts should be opened just

before they are used. Moreover, the sealing plugs must not
be removed until the final connection is made. The plugs
and the sealed pouches must be discarded after use.
Any part which has been dropped must be returned to
DELPHI DIESEL SYSTEMS for assessment.
Before fitting the injector, is it essential to ensure that its
socket is clean.
Delphi Common Rail Cap Kit
Delphi Common Rail Cap Kit
Delphi Common Rail ECU & HP Pump
Delphi Common Rail F/Filter & Injector
Removal a rail/injector pipe(rail/HP pump)

1. Clean the nuts of the HP unions with a
solvent (CARCLEAN type) applied with
a clean brush(Figure3).
2. Vacuum the particles with the aid of a

BLOVAC BV11 type suction
device(Figure4).
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)

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 pipewrench with cloth.
Removal a rail/injector pipe (rail/HP pump)

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)

Clean pipe
- Must be clean before install the pipe.
1. Incase of damaged the High presser Pump.
- Replace common rail kit for the new one.
or remove and clean common rail and all the pipe.
2. Incase of change injector or maintenance
system.
* Self cleaning
- Install the pipe on rail and tithing the pipe olive
and open other side pipe to container
(Do not install other side pipe, just remain out side)
- Cranking the Engine for blow out the inside of pipe
using fuel from High presser pump.
3. Fit the pipe olive into the injector cone

and the rail cone. Tighten the nut by hand
(Figure 10).

4. 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).
* Notice
When tightening the nut, ensure that the
connector remains aligned with the
injector row axis (Figure 13).
5. Tighten the nut on the rail side to a
torque of 40 Nm(29.5 lb-ft)
ESSNTIAL
To validate the repair, start the
engine an check the tightness of the
HP connection.
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.
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.

0302 Delphi CRDi Final

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DELPHI CRDi Fuel System

MIAMI TRAINING CENTER

DELPHI CRDi Fuel System

DELPHI CRDi Fuel System

COMMON RAIL BY LUCAS VARITY CONCEPT

DELPHI CRDi Fuel System

DELPHI CRDi Fuel System

DELPHI CRDi Fuel System

DELPHI CRDi Fuel System

The functions of the HP pump are :

The Common Rail pump consists of the following main elements :

DELPHI CRDi Fuel System

The HP pump is made of two main parts :

High pressure pump

DELPHI CRDi Fuel System

High presser pump

Outlet High Pressure

High Pressure Pump Assembly

DELPHI CRDi Fuel System

High Pressure Pump Fuel Flow

High pressure pump is self lubricated from incoming fuel.

DELPHI CRDi Fuel System

High Pressure Pump Fuel Flow

DELPHI CRDi Fuel System

High Pressure Pump Fuel Flow

Transfer(Feed) Pump of High Pressure Pump

DELPHI CRDi Fuel System

Transfer (Feed) Pressure Regulator

High Pressure Plunger of High Pressure Pump

DELPHI CRDi Fuel System

IMV ( Inlet Metering Valve)

DELPHI CRDi Fuel System

IMV ( Inlet Metering Valve)

DELPHI CRDi Fuel System

Common Rail (Linear Rail)

DELPHI CRDi Fuel System

The accumulator volume is defined in order to achieve :

DELPHI CRDi Fuel System

Common Rail (Pressure Sensor)

DELPHI CRDi Fuel System

Common Rail (Pressure Sensor)

DELPHI CRDi Fuel System

DELPHI CRDi Fuel System

DELPHI CRDi Fuel System

The purpose of the injector is to inject the required amount of fuel at

DELPHI CRDi Fuel System

DELPHI CRDi Fuel System

DELPHI CRDi Fuel System

DELPHI CRDi Fuel System

Injector (The Valve)

The valve must be a light as possible

The valve stroke must be as short as possible

DELPHI CRDi Fuel System

Injector (The spacer)

The injector supply orifice (Nozzle Path Orifice: NPO)

The control chamber discharge orifice (Spill Orifice: SPO)

The control chasmber filling orifice (Inlet Orifice Control: INO)

DELPHI CRDi Fuel System

DELPHI CRDi Fuel System

DELPHI CRDi Fuel System

Injector Operation (Phase 1)

DELPHI CRDi Fuel System

Injector Operation (Phase 2)

DELPHI CRDi Fuel System