Serq4103 NTS4

ACERT 2007
Medium Duty Fuel System
GLOBAL MANPOWER DEVELOPMENT

.
2007ACERT_L04.ppt
Cat Common Rail Fuel System

Fuel
Rail
High Pressure
Fuel Sensor
Pressure Relief
Valve
10
ULSD
To CRS
System
Injectors
A basic schematic of the Caterpillar Common Rail fuel system shows a high pressure
pump, a high pressure fuel manifold (or rail) and an electronically controlled injector for
each cylinder. These are all connected with steel lines that see high pressure as well. The
high pressure fuel pump is located in the same general location as the previous HEUI
HEP10 pump and is roughly the same size and shape. Instead of pressurizing engine oil
however, this pump draws fuel and brings it up to injection pressure. Fuel at injection
pressure is sent to the rail where it is made available to each of the individual injectors.
Each injector draws from the rail via a high pressure pipe. Since the rail is charged with
fuel at injection pressure at all times, the injectors have the ability to draw on this
pressurized fuel at any time. An ECM command to the appropriate injector at the
appropriate time causes it to open and fuel is injected into the cylinder. When the ECM
turns off the signal to the injector, fuel injection ceases.
2007ACERT_L04.ppt
Fuel System Function

1. Pump raises pressure
Pump pressure = 27,500 PSI
2. ECM tells injector when to fire
6. Do it again!
5. ECM tells pump

to increase volume
to correct pressure
3. Rail pressure drops

4. ECM detects
pressure drop
Lets look at how this closed loop common rail injection system functions. As the injector
solenoid is actuated and an injector sprays fuel, a pressure drop occurs in the fuel manifold.
This pressure drop is registered by the ECM from a signal sent by the pressure sensor in the
fuel manifold. The ECM sends a requirement for an increase in delivery volume from the
pump to return the rail pressure to the desired pressure.
When the pressure sensor informs the ECM that the desired pressure is correct, the ECM
then causes the solenoid valve on the pump to reduce fuel volume. This cycle takes place
every time an injection takes place.
2007ACERT_L04.ppt
Common Rail Fuel System

Things to Remember
190MPa = 27,558 PSI System Pressure
Its Always There!
230MPa = 33,800 PSI Pressure Relief Valve

Setting
Single use Fuel lines
NO Cracking lines to bleed them
Cleanliness Cleanliness Cleanliness
Cleanliness Cleanliness Cleanliness
2007ACERT_L04.ppt
Hand Hydraulic Pump & Valve
2007ACERT_L04.ppt
Capable of 3,000psi
2007ACERT_L04.ppt
Hotdog Simulates Finger
2007ACERT_L04.ppt
Nozzle Aimed at Hotdog
2007ACERT_L04.ppt
Red ATF Used for Visibility
2007ACERT_L04.ppt
Full Pressure & Valve Released
2007ACERT_L04.ppt
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Splatter On Plexiglass, Hotdog

Knocked Over
2007ACERT_L04.ppt
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Hotdog Torn & Perforated
2007ACERT_L04.ppt
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Hotdog In Rescue Glove
Hotdog Placed into Rescue Glove
2007ACERT_L04.ppt
13
Penetrated In 2 of 3 Trials
Glove was Penetrated in 2 of 3 Trials
2007ACERT_L04.ppt
14
ATF Injected Into Hotdog
Note Red ATF injected into Hotdog
2007ACERT_L04.ppt
15
Glove Dislodged & Splatter
2007ACERT_L04.ppt
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Hydraulic Injection Injury
Finger Injured by Hydraulic Injection
2007ACERT_L04.ppt
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Penetration Wound
Penetration Wound
2007ACERT_L04.ppt
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Penetration Wound
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Required Incision
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Scar
2007ACERT_L04.ppt
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No
Reusing
Fuel
Lines
2007ACERT_L04.ppt
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Main Component Review
Common High Pressure Rail

Supply Lines
Quill Lines
Pressure Release Valve
Injectors
High Pressure Fuel Pump
Primary/Secondary Filters
Main Component Review

Components:
Common High Pressure Rail
Injectors
High Pressure Fuel Pump
Primary/Secondary Filter
Supply Lines
Quill Lines
Pressure Release Valve
2007ACERT_L04.ppt
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Cat Common Rail
Cat Common Rail Fuel System

Fuel rail:
The rail, highlighted here in blue, contains fuel at about 27,500 PSI.
The torque of connectors in this system is extremely vital for safety.
If work ever has to be done on the rail, wait at least 60 seconds after the
engine has stopped for fuel pressure to purge before working on any system
component.
Verify in ET that the pressure is less than 1 Mpa (145 psi) before working
on the engine.
On the new high pressure pump the same ET functionality is available from
current production. You can view the desired rail pressure verses actual rail
pressure.
The rail pressure varies depending on the RPM of the engine at low idle the
rail pressure is about 40 Mpa.(5800psi)
The maximum rail pressure is 190 Mpa (27,557 psi).
2007ACERT_L04.ppt
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Rail Ends
PRV
Rail Pressure Sensor
Common Rail Fuel Ends

Rail ends:
The Pressure Release valve is located on the rear of the rail.
The Pressure Relief Valve is set for 233,000 Kpa, or 33,800 psi.
Opposite the Pressure Relief Valve (PRV) on the end of the rail closest to
the pump is the rail pressure sensor
The rail pressure will vary depending on the rpm of the engine. At low idle
rail pressure will be around 5800 psi and maximum rail pressure will be
around 28,000 psi
2 of the 3 most common places for leaks in the system are the rail pressure
sensor and PRV.
When changing the PRV valve on the common rail put a pry bar behind the
common rail to keep the bracket from bending when torquing the PRV.
If the bracket is bent, then the fuel lines wont line up. And you will then
have to replace the rail and all high pressure lines.
*Instructor Nice to Know
*If the PRV pops there is a problem and it should reset
*The engine must be shut off to reseat the PRV valve right now.
*The PRV is a separate part number from the engine.
2007ACERT_L04.ppt
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Supply Line/Quill Tube
Quill Tube
Supply Line/Quill Tube

Supply line and quill tubes:
The supply line runs from the common rail to a small tube called a quill
tube.
The quill tube runs through the engine head and to the injector.
The quill tube is installed from the outside and has a guide for correct
orientation.
A nut slides over the end and threads into the engine head to hold it in
place.
There is an edge filter in the quill tube
The supply lines have somewhat odd routing to equalize line length and
pressure.
Fuel supply lines can only be used once. If they are loosened for any reason
they must be replaced.
Only the supply line that was loosened must be replaced, but if the whole
rail is replaced, then all supply lines are replaced as well.
The quill tube is the 3rd of the common places for leaks and is easily visible
with dripping.
*There is zero tolerance on bending these lines
2007ACERT_L04.ppt
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Quill Tube/Injector
Quill Tube Bore
Guide
Drain
Quill Tube/Injector
The injector is a CR350 model.
Since the fuel is already at injection pressure, the CR350 injector acts more
as an on/off control rather than a pumping device.
The drain allows unused fuel to pass back to the tank.
In this image of the quill tube, the guide can be seen.
*If the cylinder cutout test reveals a dead injector, you could pull the quill tube out
and squirt some LPS solution down the center of the quill tube to rule out a plugged
edge filter.
2007ACERT_L04.ppt
27
Quill Tube and Alignment
Oil Here
--The guide on the quill tube inserts into the alignment notch.
--You should apply some clean, unused engine oil on the quill tube upon reassembly
in the area around the o-ring.
--If the engine oil isnt applied, then the quill tube can make a new groove and dirt
can end up in the injector.
*The ball keeps the quill tube from spinning while torque is applied.
*If the quill tube edge filter clogs up the injector will behave like a dead injector.
*You can squirt LPS solution or calibration solution down the quill tube to verify
that the quill tube isnt completely plugged.
*Upon reassembly you should reinstall the injector and torque the injector, then
reinstall the quill tube.
*There is always some leakage between the quill tube and the injector. Any
drainage will drain back to tank.
*The torque value for the Quill Tube Nut is 70 +/- 3 N.m
2007ACERT_L04.ppt
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Common Rail-Cross-Section
Injector
Rail &
Lines
Quill
--This image just demonstrates exactly how the quill tube sits inside the cylinder block and
meets the injector.
2007ACERT_L04.ppt
29
Common Rail Injector
--This is another image of the CR350 injector.

*There are still trim codes for the CR350 injector. ET can be used to update trim
code files.
*There are different part numbers for injectors and different HorsePower ratings.
The different part numbers ensure proper flow.
2007ACERT_L04.ppt
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Fuel Pump
High Pressure Outlet
(to Rail)
Pump Solenoid #1
Connector
(from ECM)
Pump Solenoid #2
Connector
(from ECM)
Oil Inlet
Return to Tank
Low Pressure Inlet
(from 10
Primary Filter)
High Pressure Inlet
Low Pressure Outlet

(to 2 Filter
& CRS System)
--The high pressure fuel pump will be located on the ECM side of the engine.
It consists of a fuel transfer pump and the high pressure pump.
The Fuel Transfer Pump pressurizes the fuel to 620 KPa or 90 psi and the high
pressure pump pressurizes the fuel from 90 psi to 27,500 psi.
If the CRS is operating, then the Transfer Pump will pressurize the fuel to between
230-280 psi (the maximum pressure is 280 psi.
The pump is timed with the engine in a 1:1 ratio.
It is shipped with a timing pin in it that must be removed after installation.
The pump is timed to the engine to coincide with the injector opening.
In order to install the high pressure pump, you must have cylinder #1 at Top Dead
Center.
The fuel pump is outlet metered.
The high pressure pump has a 600 KPa maximum or 87 psi regulator. At idle there
isnt enough pressure in the system to get to 600 KPa, however at high idle there is
more than 600 KPa or 87 psi the valve opens and excess fuel flows back to the tank.
The regulator creates backpressure to fill the plungers and an orifice allows constant
air purge and fuel bleed back to tank.
2007ACERT_L04.ppt
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Fuel Pump
(to Rail)
Pump Solenoid #1
Connector
(from ECM)
Pump Solenoid #2
Connector
(from ECM)
Oil Inlet
Return to Tank
Low Pressure Inlet
(from 10
Primary Filter)
High Pressure Inlet
Low Pressure Outlet

(to 2 Filter
& CRS System)
(continue 1):
*Instructor nice to know:
*On current ACERT engines if the pump solenoids are switched, then the
engines wont start.
*For ACERT 2007 production engines, the ECM will check to see if the
solenoids are switched and if they are then the ECM will automatically fix.
*The ECM will leave the solenoids fixed if this occurs.
*Return to Tank fitting regulates the pump supply backpressure up to 600
KPa.
*Downstream pressure is close to 0 KPa.
*The Pump is timed so that the High Pressure pump fires off the 2 solenoids
which are essentially EUI injectors when the Cam lobe is at its maximum
height. We use the speed timing sensors from the engine that monitor the
cam position of the engine. Since we dont have speed timing sensors on the
pump, we use the ECM reading of the speed sensors for the engine.
*There are currently 2 lobes on the pump (180 degrees apart) to control
opening and closing of the pump solenoids(essentially EUI injector). Each
plunger has 2 lobes that are 90 apart. On production engines, the pump
camshaft will have 3 lobes.
2007ACERT_L04.ppt
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Fuel Pump
(to Rail)
Pump Solenoid #1
Connector
(from ECM)
Pump Solenoid #2
Connector
(from ECM)
Oil Inlet
Return to Tank
Low Pressure Inlet
(from 10
Primary Filter)
High Pressure Inlet
Low Pressure Outlet

(to 2 Filter
& CRS System)
(continue 2):
*The pressure is created when the solenoids close.
*The pumps are only on for a small amount of time and the solenoids are
just an on/off signal going to the pump. The rail pressure sensor dictates
when the pump pressurizes.
*We dont have a way to pin the pump right now because we dont have a
production pump.
*The relief in the High Pressure Pump is set at 250 psi.
2007ACERT_L04.ppt
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Pump Cutaway
HP
Rail
LP
Supply
Outlet Check
Valves
2007ACERT_L04.ppt
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High Pressure Supply Line

One Time Use Part
Pump Removal
Removal & Installation:
Since the pump is timed with the engine, removal requires it to be pulled
straight back so the gear will slide out.
Because of the clearance requirement to move the pump straight back, most
of the surrounding hard lines will have to be removed.
When installing a pump, the #1 piston must be at top dead center
compression or exhaust stroke.
The high pressure supply line is a one time use part.
Be sure to use install a new High Pressure supply line when the pump is
replaced.
The part numbers for the supply line are different for the C7 and C9.
The part number for both the C7 and C9 pump is 310-8258.
2007ACERT_L04.ppt
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High Pressure Supply Line

One Time Use Part
Pump Removal (continue):

Pump removal:
The High Pressure Pump assembly contains both the high pressure pump and the
fuel transfer pump.
There are a number of hard lines connected to the pump, CRS fuel manifold, and
air compressor which must be removed before the pump can be taken off.
In addition to the hard lines, the sensor wires and air compressor itself are
obstacles in removal of the high pressure pump.
The Air compressor is also timed with the engine to help eliminate vibration
issues and contains a timing pin.
The Air compressor timing pin could fit into 2 slots one is a slot (not the correct
location) and one is a hole (the correct location). If the pin is inserted into the slot
then the pin will not go in all the way, however when inserted into the hole it will
go down all the way.
The pin should come with the air compressor.
The timing pin inserts into the oil supply port.
*Instructor Nice to Know:
*If the engine is in chassis you dont have to completely remove the air compressor.
*The bolts can be removed and the Air Compressor can be rested on the frame rail.
*Then the High Pressure Pump can be then be removed move easily.
2007ACERT_L04.ppt
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Pump Timing
Timing Pin
--This image shows the current location of the timing pin.

--The location of the pin might be changing and if the new pin changes will be
similar in design to the C6.6 timing pin, and will most likely stay with the pump
after installation.
--The double locking timing pin design is currently going through Failure Analysis
to evaluate the possibility of the timing pin falling back into the pump and the
damage that could be done by that occuring.
--For current field follow and production engines, After
pump is
installed, remove timing pin and replace with the correct
plug and seal.
--The Pump is timed to the crankshaft in a 1:1 ratio.
2007ACERT_L04.ppt
37
Air Compressor Timing

Remove 8,9
Ensure timing mark on

crankshaft is positioned
between timing marks on
housing
The Air compressor timing pin could fit into 2 slots one is a slot (not the
correct location) and one is a hole (the correct location). If the pin is
inserted into the slot then the pin will not go in all the way, however when
inserted into the hole it will go down all the way.
The pin should come with the air compressor.
The timing pin inserts into the oil supply port.
2007ACERT_L04.ppt
38
CRS Off Schematic
--As we begin with the Mid-Range fuel flow schematics, once again you will notice that the
fuel flows will be in the same 3 colors: red, green,and orange. Green fuel is flow pressure,
Orange fuel is between 230-280 psi, and Red is very high pressure fuel at 27,500 psi
(injection pressure).
Notice there are 2 key areas to the fuel schematic: the CRS manifold and the Fuel Enable
Valve. The Fuel Enable valve is the key to getting fuel flows at different pressures to the
right components.
The fuel flow begins at the fuel tank once again, and the fuel is at a low pressure and it is
shown in Green.
Fuel is drawn from the fuel tank and flows through the 10 micron primary filter and enters
the CRS manifold.
The fuel then flows directly to the Fuel Transfer Pump.
The Fuel Transfer Pump will increase flow to elevate fuel pressure and the fuel will reenter
the CRS Manifold and flow through the Fuel Enable Valve.
The position of the Fuel Enable Valve allows all fuel to flow to the secondary filter, the High
Pressure Pump, and on to the High Pressure rail and the injectors. The path for fuel to flow to
the ARD is blocked.
Fuel will leave the Fuel Enable Valve and will flow into the 2 micron secondary fuel filter
and will enter the high pressure pump.
Filtered fuel enters the HP Pump and the High Pressure Pump pressurizes the fuel to 27,500
psi.
2007ACERT_L04.ppt
39
CRS Off Schematic
(continue):
The Fuel is now at injection pressure and enters the high pressure rail and is directed to the
injectors via quill tubes.
The Pressure Relief Valve (off of the High Pressure Pump) is a combination of check and
orfice or constant bleed orfice. The constant bleed orfice allows fuel to constantly flow from
the High Pressure pump to the tank preventing air from entering the HP pump and causing
cavitation. The check is to reduce pressure spikes that can develop inside the pump.
2007ACERT_L04.ppt
40
CRS On Schematic
--The fuel flow once again begins at the tank.

--The fuel is pulled through the 10 micron primary filter and enters the CRS Manifold.
--There is a drilled passage within the CRS manifold that allows all fuel to flow to the FTP.
--The FTP increases flow to elevate pressure up to 280 psi.
--The Fuel now in orange reenters the CRS Manifold and goes through the Fuel Enable Valve.
--The Fuel Enable Valve position in this case, allows fuel to flow to the ARD via the pilot and
main fuel lines
--With the Fuel Enable Valve in this position, the 180 psi regulator comes into play aiding
with the development of fuel pressure for delivery of the ARD head.
--The 180 psi regulator performs the same role as the 160 psi regulator in the HD engine.
--The 69 psi regulator now comes into play with elevated pressures coming from the 180 psi
regulator.
--The excess fuel pressure that is bled off of the regulator is recirculated in the Fuel Transfer
Pump.
--The fuel intented for the injection after leaving the CRS Manifold works exactly as CRS off
for Mid-Range.
2007ACERT_L04.ppt
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Fuel Flow
(1) Return line from pressure relief valve to tank

(2) Solenoid for the fuel pump
(3) High pressure supply line
(4) Fuel injector
(5) Fuel pressure sensor
(6) Fuel rail
(7) Pressure relief valve for the fuel rail
(8) Quill tube
(9) Return line from fuel pump to tank
(10) Pressure relief valve for the fuel pump
(11) Fuel line from secondary filter to fuel pump
(12) Fuel line from transfer pump to fuel filter
(13) Pressure regulator for the drain line
(14) Fuel pump
(15) Transfer pump
(16) Fuel line for the drain back to filter
2007ACERT_L04.ppt
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Fuel Flow
(continue):
(17) Fuel tank
(18) Primary fuel filter
(19) Fuel line from the primary filter to the transfer pump
(20) Speed/timing sensor
(21) Secondary fuel filter
(22) Engine control module (ECM)
2007ACERT_L04.ppt
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Pilot Solenoid
Fuel Enable
Valve
Main Solenoid
Pilot Fuel
Main Fuel
Air
Compressor
Oil
Pressure
Sensor
--The fuel flows from the pump between 230-280 psi to the Second fuel manifold
you see here.
--The Pilot and Main Solenoids are wired in series.
--A lower Pulse Width Modulation current goes to the Pilot Solenoid and a higher
Pulse Width Modulation current goes to the Main Solenoid.
--The Pilot and Main fuel lines run behind the ECM.
--The Fuel Enable Valve is hidden by the Air Compressor but in the picture in the
upper left hand corner the air compressor was removed to clearly see the fuel enable
valve.
--The fuel enable valve directs the fuel to flow to different directions and they are:
from the Fuel Transfer pump, to the cylinder head when the CRS isnt operating, to
the CRS head and to the cylinder head simultaneously when a regeneration is
occuring, and return to tank.
2007ACERT_L04.ppt
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Fuel Enable Valve

Fuel going to FTP is less
than 90 psi
Fuel going to CRS Pilot and Main Fuel

Lines is 230-280psi
Fuel returning
from FTP is
230-280 psi
--This is just an iron shot of the fuel lines and the different pressures those fuel lines
contain.
--Lets take a look at the fuel lines themselves and the pressures those fuel lines
contain.
--Starting at the right hand side:
--The fuel going to the Pilot and Main Lines is between 230-280 psi. Remember
those 2 fuel lines run behind the ECM.
--The fuel going to the Fuel Transfer Pump is less than 90 psi.
--The fuel returning from the Fuel Transfer Pump is approximately 230-280 psi.
2007ACERT_L04.ppt
45
ACERT 2007
CRS Fuel Flow
2007ACERT_L04.ppt
46
CRS Manifold
Pilot Fuel
Main Fuel
--The fuel flows from the tank-- through the primary fuel filter/water separator and
into the fuel manifold pictured here.
2007ACERT_L04.ppt
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CRS Manifold #2
Pilot Fuel
Pressure Sensor
Main Fuel
Pressure Sensor
Pilot Fuel
Main Fuel
--The Pilot and Main fuel lines run behind the ECM and exit into view here.
--The Pilot and Main fuel pressure sensors are located here above the flywheel.
--During a regeneration the pilot fuel pressure sensor reading will be higher.
*The MR uses more of the Pilot fuel because the Pilot Fuel provides enough heat to
the ARD head.
*Main Fuel is used occasionally if the Pilot fuel cant provide enough heat to the
ARD head.
2007ACERT_L04.ppt
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From CRS Manifold #2

Purge Air
Clamps
--The Pilot and Main fuel lines run parallel to the flywheel and have support
brackets for extra stability.
--The Pilot fuel supply is the second fuel line from the top and the Main fuel line is
the third from the top.
2007ACERT_L04.ppt
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CRS Manifold #3
Pilot
Main
Purge Air
--The Pilot and Main fuel lines enter the CRS head at this junction
--Purge Air prevents the nozzle from clogging by forcing air through the fuel nozzle
right after a regeneration occurs.
--Purge Air also directs air through the fuel nozzle any time a regeneration isnt
taking place.
--Purge Air keeps the fuel lines clean.
--The engine exhaust circulates around the CRS head to provide extra heat to help
keep the fuel lines clean.
*The Purge Air on MR comes from boost
*The Purge Air flows all the time except when the ARD is on.
*Once the regeneration is done, the purge air will kick back on.
2007ACERT_L04.ppt
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ACERT 2007
Shop Tips
2007ACERT_L04.ppt
51
Rubber Grommets
Rubber Grommets
--Upon reassembly of the fuel system lines make sure you replace the rubber
grommets within the clamps highlighted in red.
--The C7 is pictured here and has 6 clamp assemblies.
--The rubber grommet in the clamp is clearly shown in the image in the lower left
hand corner and the clamp without the rubber grommet is shown in the image in the
lower right hand corner.
--The clamp assemblies are very important and are necessary to minimize the fuel
line vibrations and prevent high pressure leaks.
--The rubber grommet is held to the clamp by epoxy. The strength of the epoxy
bond may vary from assembly to assembly but is sufficient when the parts are new.
--After experiencing the heat and vibration of the engine, the epoxy bond may
deteriorate. However, the grommet cannot fall off while the clamp is assembled on
the engine.
--During servicing of the fuel lines, the grommet may fall off when the clamp
assemblies are removed.
--If the grommet falls off or is missing from the clamp, replace the clamp assembly
with a new part (part number 285-6428).
--The part number 285-6428 is only for 1 half of the clamp
--If the grommet is missing, then the fuel lines will crack and there could be other
wear issues as well.
2007ACERT_L04.ppt
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Rubber Grommets
Rubber Grommets
--The C9 is pictured here and has 8 clamp assemblies.
2007ACERT_L04.ppt
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Rubber Grommets
--The image on the left shows the grommets properly installed and the image on the
right shows the grommets missing.
--
2007ACERT_L04.ppt
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Rubber Grommets
--The image on the left shows the grommets properly installed and the image on the
right shows the grommets missing.
2007ACERT_L04.ppt
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One Time Use Parts
Injector High Pressure

Supply Line
Pump High Pressure

Supply Line
2007ACERT_L04.ppt
56
Shop Tips
Do not plug any diagnostic tools using shop
air into the fuel system.
Pressurized air will damage Fuel Transfer
Pump seals that have a tolerance of 10 psi.
If the Fuel Transfer Pump Seals are damaged,
then the FTP must be replaced.
2007ACERT_L04.ppt
57
Adaptive Trim
Works with E-Trim
Evaluates Injector every 125 hours of
running
Must Run Injector Verification Test
when replacing an Injector
Injector can only be adjusted so
much
-07 Injector Code
2007ACERT_L04.ppt
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ACERT 2007
Troubleshooting
Troubleshooting
Basic troubleshooting:
When a loss of pressure occurs within the system, it is generally due to a
leaking injector or faulty pump.
Cut-out tests can still be used to check the system components for failed
injectors.
The operation of this fuel system is different from a fuel system that is
mechanically actuated. The fuel system is free of adjustment.
Adjustments to the components that are mechanical can not be made.
Changes are made by installing different software on the ECM.
2007ACERT_L04.ppt
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Status Parameters
2007ACERT_L04.ppt
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Electrical Diagnostics
651,652,653,654,655,656 05,06
Injector #X current Low, High.
157 03,04
Fuel Rail Pressure Voltage High, Low
1347, 1347 05,06

Fuel Rail Pump #1, #2 Output Current
Low, High
2007ACERT_L04.ppt
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Events
157-07 Fuel Rail Pressure Not
Responding
Poor performance. Troubleshoot for
Failed Relief Valve, Failed Fuel Pump,
Injector Failure
157-15 Fuel Rail Pressure High

Incorrect timing or slipped gear
1. This event is intended to detect unstable rail pressure conditions that will result in
poor performance (instability) and engine reliability concerns. If the pressure
swings above the relief pressure, damage to the relief can result. This event is
needed to protect the relief. The causes of unstable rail pressure are: failed relief
valve, failed fuel pump, injector failure.
2. To detect a slipped gear, anything that causes the pump timing to be incorrect
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A-trim Diagnostics
-02
Cylinder #X Injector A-trim Data Incorrect
20% Engine Derate
Failed injector Solenoid
-07
Cylinder #X Injector Not Responding
A-Trim over maximum or minimum adjustment
-02 data incorrect: electrical problem with injector solenoid itself
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New Fuel System Service Tests

Fuel System Verification Test
Fuel System Functional Test
Injector Fuel Delivery Test

--There are three new fuel system service tests that will be coming out and they are:
The Fuel System Functional Test, Fuel System Verification Test, and the Injector
Fuel Delivery Test.
2007ACERT_L04.ppt
64

Test Purpose:
Check if seat detection is functioning
Set a-trim for new injectors
Test Method:
Run A-Trim sweep
Service:
Injector, wiring or ECM

--The Fuel System Verification Test checks if the seat detection is functioning
properly by changing the Adaptive Trim or A-Trim on injectors by manipulating
when the injector seats and opens.
--The ECM shuts off the current and measures the injector timing and delivery.
--The Fuel System Verification Test should be run if the following conditions are
met:
To verify that the Trim-File is correct for that injector
After an injector is swapped or replaced
If a new ECM was installed and the injectors are old
If E-Trim was changed
A-Trim will run every 5,5,10,20120 hours unless this test is activated through
ETthen it will run immediately.
A-Trim will automatically run if E-Trim is run or changed.
2007ACERT_L04.ppt
65

Test Purpose:
Check if seat detection is functioning
Set a-trim for new injectors
Test Method:
Run A-Trim sweep
Service:
Injector, wiring or ECM
New Fuel System Service Tests (continue):

Rail pressure high
Run fuel system verification test (if available), if not available pin pump with engine timing/check
pump is timed correctly. If pump was timed incorrectly and is now fixed you are done.
If pump was timed correctly, replace high pressure pump
Rail pressure low
Visually check for external leaks
Perform fuel system low fuel pressure test
Check for leakage from the PRV using a site glass or bucket while running or cranking. IF you have a
PRV leak replace the PRV.
4.
If engine will start:
Run Fuel System Verification Test in ET (if available)
Possibly run Verification test in combination with capping procedure (not
available yet in software)
If Verification Test not available
Check pump timing, correct if wrong then end
Check static leakage value in ET (if available)
If high, replace injectors then end
If low, replace PRV & pump then end
High pressure system is validated. Possible intermittent fuel supply problem.
If engine will not start:
Follow cranks but does not start procedure
Rail Pressure Low PRV Opening
Run Fuel System Verification Test (if available)
If Fuel System Verification not available
Check pump timing
Replace high pressure pump, then check PRV for leakage using a bucket or site glass while
running
Pump (rail pressure) not responding
Perform fuel system low fuel pressure test
Run fuel system verification test in ET (possibly run on test ECM)
Rail Pressure Low & High fuel Leakage (Both codes present)
Same as rail pressure low procedure
2007ACERT_L04.ppt
66
2007ACERT_L04.ppt
67
--This is the screen shot that you will see when the Fuel System Verification Test.
--There are once again some parameters that must be met before the test can run.
- Time is wrong, it takes 5 minutes not one.
2007ACERT_L04.ppt
68
--This is a screen shot of the Fuel System Verification Test Results Screen.
-- Inj 4 needs to replaced
Fuel System Verification Test link at top of results screen will not have a status in
March ET release since it just tell you the the init requirements passed to start test
2007ACERT_L04.ppt
69
Fuel System Functional Test

Test Purpose:
Check if pump gear is installed properly
Check for fuel leaks at low and high rail pressure
Check if both fuel pump pistons are functional
Test Method:
All above checks are done by measuring rail pressure
inflections and thresholds during various pumping events
and momentarily cutting out pumping and injection
Service:
Low Pressure Fuel System, front gear train, troubleshooting for

leaks, HP pump

- This test will not catch one or two teeth misalignment issues.
--The Fuel System Functional Test is the first guided diagnostic test has 5 separate subtests that will run in sequence.
--The 5 sub-tests are:
Fuel Rail Low and High Pressure Test
Fuel Pump Gear Installation Test
Low and High Rail Pressure Fuel Pump Flow Test
-- Fuel Rail Low Pressure Test will check for low rail pressure fuel leaks by cutting out
pumping around 1 fuel injector while measuring the rail pressure drop and calculating
the fuel quantity leaving the rail and comparing that to the expected valve.
-- Fuel Rail High Pressure Test checks for high rail pressure fuel leaks by cutting out
pumping around 1 fuel injector while measuring the rail pressure drop and calculating
the fuel quantity leaving the rail and comparing that to the expected valve.
--The Fuel Pump Gear Installation Test looks at the rail pr rise inflection at 1deg before
pump tdc
--Fuel pump flow test works by cutting out one fuel injector at a time and measuring the
Rail Pressure rise.
2007ACERT_L04.ppt
70
2007ACERT_L04.ppt
71
--This is a screen shot for the Fuel System Service Test.
2007ACERT_L04.ppt
72
2007ACERT_L04.ppt
73
Injector Fuel Delivery Test

Test Purpose:
Check if each injector is delivering fuel
Test Method:
Estimate pump static leakage, injector dynamic
leakage, injector total fuel delivery: all by measuring
rail pressure by momentarily cutting out pumping or
injection under known conditions
Service:
Injector or wiring
Fuel delivery test (this is in addition to the cylinder cut out test and is used to
determine if each injector is delivering
Right fuel qty)
First, measures pump static leakage by cutting out both pumping and injection
momentarily and measuring RP
Second, measures injector dynamic leakage by cutting out pumping around a
fixed duration fuel injection and measuring RP
Finally, estimate each Injectors total delivery by cutting out pumping around a
fixed fuel qty injection event and measuring RP
2007ACERT_L04.ppt
74
2007ACERT_L04.ppt
75

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ACERT 2007

Medium Duty Fuel System

GLOBAL MANPOWER DEVELOPMENT

Medium Duty Fuel System

Cat Common Rail Fuel System

GLOBAL MANPOWER DEVELOPMENT

Fuel System Function

2. ECM tells injector when to fire

5. ECM tells pump

3. Rail pressure drops

GLOBAL MANPOWER DEVELOPMENT

Common Rail Fuel System

230MPa = 33,800 PSI Pressure Relief Valve

GLOBAL MANPOWER DEVELOPMENT

Hand Hydraulic Pump & Valve

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

Hotdog Simulates Finger

GLOBAL MANPOWER DEVELOPMENT

Nozzle Aimed at Hotdog

GLOBAL MANPOWER DEVELOPMENT

Red ATF Used for Visibility

GLOBAL MANPOWER DEVELOPMENT

Full Pressure & Valve Released

GLOBAL MANPOWER DEVELOPMENT

Splatter On Plexiglass, Hotdog

GLOBAL MANPOWER DEVELOPMENT

Hotdog Torn & Perforated

GLOBAL MANPOWER DEVELOPMENT

Hotdog In Rescue Glove

GLOBAL MANPOWER DEVELOPMENT

Hotdog Placed into Rescue Glove

GLOBAL MANPOWER DEVELOPMENT

Glove was Penetrated in 2 of 3 Trials

ATF Injected Into Hotdog

GLOBAL MANPOWER DEVELOPMENT

Note Red ATF injected into Hotdog

Glove Dislodged & Splatter

GLOBAL MANPOWER DEVELOPMENT

Hydraulic Injection Injury

GLOBAL MANPOWER DEVELOPMENT

Finger Injured by Hydraulic Injection

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

Medium Duty Fuel System

Common High Pressure Rail

GLOBAL MANPOWER DEVELOPMENT

Main Component Review

Cat Common Rail

GLOBAL MANPOWER DEVELOPMENT

Cat Common Rail Fuel System

Rail Pressure Sensor

GLOBAL MANPOWER DEVELOPMENT

Common Rail Fuel Ends

Supply Line/Quill Tube

Supply Line/Quill Tube

GLOBAL MANPOWER DEVELOPMENT

Quill Tube and Alignment

GLOBAL MANPOWER DEVELOPMENT

GLOBAL MANPOWER DEVELOPMENT

Common Rail Injector