Slide 1

Volvo Construction Equipment

V-ACT Medium Range, Common Rail

, Slide 1

In the common rail system, fuel is distributed to the injectors from a high pressure accumulator,
called the rail. The rail is fed by two high pressure fuel pumps. The pressure in the rail, as well as
the start and end of the injection in each cylinder are electronically controlled. Advantages of the
common rail system include flexibility in controlling both the injection timing and injection rate.
Pilot injections which can be delivered by the common rail have proven to lower the engine noise
and the NOx emissions.

The system is characterized by the following advantages:

•Fuel pressure does not depend on the engine speed and load conditions allowing for flexibility in
controlling both the injection rates and timing.
•High injection pressures and good spray preparation are possible even at low engine speeds and
loads.
•Capability to deliver stable, small pilot injections can be used for decreased NOx emissions and
noise.
•High pressure fuel pumps operates with low drive shaft peak torque.
•Most engines common rail systems can replace conventional injection systems without requiring
major engine modifications.

A drawback of the common rail is its potential vulnerability to accidental fuel leaks due to the fact
that injector needle valves are always exposed to high fuel pressures. It is an important—but not
trivial—function of the control system to detect fault conditions related to fuel leaks.
Slide 2

Volvo Construction Equipment

V-ACT Common Rail

, Slide 2

The very idea of common rail injection is not new.

The common rail architecture has been recognized as a promising injection system since the onset
of the diesel engine. Rudolf Diesel tested injection directly from a fuel line which was kept under
constant pressure.

Today’s common rail system was developed simultaneously by several companies, including
Daimler­Benz, Fiat, Elasis (a Fiat subsidiary), and Lucas. Under a joint development project, the
experience gathered by Daimler­Benz, Fiat and Elasis was handed over to Bosch for final
development and production.

First car models featuring the Bosch common rail injection included European­market model year
1998 Alfa Romeo 156 [Jost 1998] and C­Class Mercedes­Benz. Shortly afterward Lucas announced
common rail contracts with Ford, Renault and Kia.
Slide 3

Volvo Construction Equipment

V-ACT Common Rail

, Slide 3

Pilot Injection

Another important feature of common rail is noise quality. DI engines are characterized by higher
peak combustion pressures and, thus, by higher noise than the IDI engines. It is found that
improved noise and low NOx emissions are best achieved by introducing pilot injection's. This is
best realized in the common rail system, which was capable of stable deliveries of small pilot fuel
quantities in the entire load/speed range of the engine.

The capability to precisely deliver small pilot injections at all engine operating conditions is one
of the main features of the common rail. The purpose of the pilot injections is to lower the engine
noise, as well as to reduce NOx emissions. These pilot injections typically constitute a few percent
of the main injection.

An explanation of the lower NOx emissions with pilot injection is not straightforward. NOx
emissions increase with combustion pressure and temperature.

The cylinder pressure is at first significantly higher during the early burning of the pilot injection,
then significantly lower during the main injection. The reduced size and more retarded timing of
the main injection with pilot, compared to the no pilot case, gives a more retarded heat release for
the main injection.

This reduces the cylinder pressures and mean gas temperatures, and therefore NOx formation,
during burning of the main injection, where there is the highest rate of diffusion burning. Thus,
the NOx formation from early burning of the small quantity of pilot fuel appears to be more than
offset by the reduced NOx formation from the main injection.
Slide 4

Volvo Construction Equipment

V-ACT Common Rail

ECU
1 Heating (option)
2 Feed pressure sensor
Injector
3 Proportional valve

Rail pressure
sensor
Prefilter with water seperator
Rail
PRV Pmin > 0,5 - 1,0 bar
Pmax< 10,5 - 13 bar
3 High pressure pump(s)
Psystem = 500 - 1400 bar
1 2
Pback, max < 0,5 bar
FCV
Fuel pump Main filter

Thermostatic
valve
ECU: Electronic control unit
FCV: Fuel control valve
PRV: Pressure relieve valve

, Slide 4

A belt driven low pressure fuel supply pump draws the fuel from the fuel tank, via the pre­filter
with thermostatic valve, pumps the fuel through the main fuel filter to a solenoid­operated fuel
control valve which administers the fuel output ratio to two camshaft­driven high­pressure pumps,
which deliver fuel to the rail and then further on via high pressure pipes to the electro­
hydraulically operated injectors.

The rail serves as a fuel accumulator. The fuel volume in the rail also dampens pressure oscillations
caused by the high pressure pumps and the injection process.

A pressure sensor installed in the rail monitors the fuel pressure. The signal is used by the E­ECU
to control the rail pressure by acting on the fuel control valve, excess fuel is returned to the fuel
tank. The rail pressure can be shot­to­shot controlled between 500 to 1400 bar.

The E­ECU generates current pulses which energize each injector solenoid valve in sequence and
define the start and the end of each injection event per engine cycle. The common rail system can
generate more than one injection per working stroke and gives a flexible control of the rate of
injection.
Slide 5

Volvo Construction Equipment

From injectors and pressure reduction valve

Low pressure system To high pressure pumps

Fuel Control Valve, FCV

Zero delivery drain

4

Overflow valve Magnetic proportional valve

Prefilter

Thermo-element

Shut-off lever
Thermostatic valve

Pre-filter with
Hand Pump water trap Fuel Supply Main Filter
Pump, FSP

Safety valve

2 1
1: Return line to tank
2: From tank to FSP via pre-filter
3: From pre-filter to FSP
Tank
4: Return line from FCV, PRV and injectors to
tank

, Slide 5
Slide 6

Volvo Construction Equipment

Function thermostatic valve
From injectors and pressure reduction valve

From fuel control valve

4 From main filter by-pass valve

Prefilter

Thermo-element
Fuel temperature below +15°C
Thermostatic valve All return fuel is routed directly to the
Regulating
FSP between
for quicker warm+15°C
up and +30°C
Fuel temperature above +30°C
Pre-filter with
Hand Pump Water trap All return fuel is routed back to tank
To fuel supply pump

2 1
1: Return line to tank
2: From tank to FSP via pre-filter
3: From pre-filter to FSP
Tank
4: Return line from FCV, PRV and injectors to tank

, Slide 6

Higher requirements on fuel cleanliness calls for finer fuel filters, which are more sensitive of
paraffin clogging at low fuel temperatures.

The D7E V­ACT engine has half the fuel flow of that of the D7D step 2 engine, thus lower return fuel
temperature.

This is why a thermostatic valve is necessary to get a quick fuel warm up during cold start
conditions.
Slide 7

Volvo Construction Equipment

From injectors and pressure reduction valve Bleeding

From fuel control valve

4 From main filter by-pass valve

Prefilter

Shut-off lever To avoid air from the return line to

Thermostatic valve reenter the fuel system during bleeding
The shut-off lever is to be used

To rout all return fuel back to tank during

Pre-filter with
Hand Pump Water trap bleeding
To fuel supply pump

2 1
1: Return line to tank
2: From tank to FSP via pre-filter
3: From pre-filter to FSP
Tank
4: Return line from FCV, PRV and injectors to tank

, Slide 7
Slide 8

Volvo Construction Equipment

Fuel return thermal valve

Incorporated into Air vent plug
filter head design
To fuel supply pump

Fuel return from FCV, PRV and injectors

Return to tank

Primer pump handle/knob

Fuel from tank Spring operated with ¼ turn bayonet
style latch

Thermal valve shut-off lever

Normal running Bleeding

, Slide 8
Slide 9

Volvo Construction Equipment

Specifications: Fuel supply pump

p [bar] nEngine[1/min] Q [L/min]
3 100 0,333
10 1000 1,83
10 2300 2,92
Suction pressure: p = 0,5 – 1.0 bar abs

Note! Belt driven on Volvo CE

applications

, Slide 9
Slide 10

Volvo Construction Equipment

Fuel feed pressure versus engine Speed

7,5
Pressure [bar, absolute]

6,5

5,5

4,5

4
0 500 1000 1500 2000 2500 3000
Engine speed [rpm]

, Slide 10
Slide 11

Volvo Construction Equipment

Fuel Control Valve (FCV)

Magnetic Proportional Valve

The FCV control the fuel output ratio to the

high pressure pumps, thus the filling of the
pumps.

It is just delivering as much fuel as needed

to reach or keep the rail pressure setpoint

Fuel inlet

Fuel to high pressure pumps

Return fuel to tank

, Slide 11

A feed pressure of min. 5 to 7 bar is required to the FCV.

The pressure in the return line must not exceed 0.5 bar over pressure, as this will affect the rail
pressure control. It is then possible that the HP pumps will be filled via the ”zero delivery drain
restriction”.
Slide 12

Volvo Construction Equipment

Fuel Control Valve (FCV)

To high pressure pumps

Fuel Control Valve, FCV

Return to tank

Zero delivery drain

Overflow valve

Proportional valve
Fuel inlet

Fuel inlet

Fuel to high pressure pumps

Return fuel to tank

Overflow valve

, Slide 12
Slide 13

Volvo Construction Equipment

Fuel Control Valve (FCV)

Full fuel delivery

No fuel delivery

, Slide 13
Slide 14

Volvo Construction Equipment

Fuel Control Valve (FCV)

3,5

3
Fuel flow [l/min]

2,5

1,5

0,5

0
300 500 700 900 1100 1300 1500
Current [mA]

, Slide 14
Slide 15

Volvo Construction Equipment

High pressure fuel pumps

To injectors via pressure lines

I/O-Valve (integrated)

From fuel control valve

Three cam lobes gives six pump strokes per

cam shaft revolution (three strokes per
pump)

, Slide 15
Slide 16

Volvo Construction Equipment

High pressure fuel pumps

I/O-valve :
Hydraulic separation of high pressure side during
suctioning

Filling of pumps is just possible at a minimum

pressure of approx. 1.7 bar

Both the I/O-valve and pump piston are C2-coated to

better withstand siesure in case of bad fuel qualities.

I/O-valve is very sensitive to dirt particles!

, Slide 16
Slide 17

Volvo Construction Equipment

High pressure fuel pumps, I/O valve

, Slide 17
Slide 18

Volvo Construction Equipment

High pressure fuel pumps

D7E D6E

, Slide 18
Slide 19

Volvo Construction Equipment

Rail

, Slide 19

The high­pressure accumulator consists of a distributor manifold, also called RAIL.

It is manufactured in forged steel

The stored volume is calibrated and works as a damper for any pressure variations that occur due
to:
­ The pulsating supply of fuel pump from the high pressure pump
­ The brief, large fuel withdrawal during injection through the injectors
A compromise needs to be made laying out the rail (volume) because a larger volume dampens
pressure variations better, but it increases the reaction time of the pressure governing and
lengthens the time needed to build up the pressure at start. The rail is designed to supply the full
fueling without significant pressure drop.

The Rail is equipped with one pressure sensor and one pressure relieve valve
Slide 20

Volvo Construction Equipment

Rail Pressure Sensor

Input variable for rail pressure control
If any malfunction is detected the E-ECU may force the PRV to open by
increasing the rail pressure.

Signal voltage
5V
4,5 V

0,5 V
0V Pressure
0 bar 1800 bar

, Slide 20

Closed loop control of injection pressure is a feature provided by the CR system. A sensor measures
pressure in the rail and provides the data to the E­ECU, which compares the actual pressure with a
set value, which depends on engine speed and injection quantity. A valve mounted on the rail limits
system pressure to avoid damaging the circuit.
Slide 21

Volvo Construction Equipment

Rail Pressure Relieve Valve

(PRV)

, Slide 21

The pressure relieve valve is a mechanical safety device, which opens at 1950(­100) bar and
protects the system against over pressure caused by any malfunction
If opened the rail pressure remains in the range of 650 ­ 850 bar (dependent on engine speed and
load). The engine keeps running, but with decreased performance (limp home mode)
During normal running conditions the PRV will not open.
Slide 22

Volvo Construction Equipment

Injector design

Magnet coil

Magnet core Armature Backing chamber High pressure channel Needle return spring

, Slide 22

The injectors are manufactured by Bosch and the injectors are sealed as a unit and no spare parts
are available. It is not possible to trouble shoot the injectors.
The injector consists of an injector body similar to a conventional nozzle holder, a multi­hole nozzle,
a valve body with two orifices controlling the pressure in the control chamber and a corresponding
control piston, an armature device with a small ball to open and close the throttle, and a solenoid­
coil assembly and the electrical connection for the ECU.
The injectors are designed to achieve high accuracy in both fuel quantity and start of injection
timing and are characterized by small overall size. The low moving mass and small dimensions of
components have the advantage of reducing the impact force on the nozzle seat when the nozzle
closes. Another advantage of this type of design is its operation with low control current.
The electro­hydraulic design incorporate a small control valve with hydraulic balancing. The needle
is operated by adjusting the pressure differential between the seat (lower side) and the top of the
needle, utilizing a small, solenoid operated valve mounted above the needle, controlling the
pressures at the needle top via the backing chamber (a space located at the upper end of the
needle).
The injection pressure is decided by the rail pressure, which can be varied between 500 bar (at
engine idle speed) up to 1400 bar. This pressure is continuously acting on the injector needle
lifting area.
Slide 23

Volvo Construction Equipment

Injector function

Magnet coil

Magnet core Armature Backing chamber High pressure channel Needle return spring

, Slide 23

In the common rail system, the injector needle is always exposed to high pressure. As soon as the
needle opens, the injection begins. This creates a vulnerability of the common rail to accidental
fuel leaks. If the needle is not totally closed, fuel under high pressure will leak to the combustion
chamber after the injection. It may happen, for example, when a particle of dirt becomes trapped
in the nozzle seat. The leakage leads to an abnormal combustion, which may manifest itself as
engine knock.

To make the needle opening (the injection timing) freely adjustable, a solenoid valve is
controlling the needle lift. It is a two­position valve, located between the low pressure fuel line
and the needle backing chamber.

The hydraulic balance over the needle is achieved by two orifices in the hydraulic assembly of the
injector. The backing chamber is connected to the high pressure fuel line via a small orifice Z and
to the low pressure side via orifice A.

When the solenoid valve is energized by the E­ECU, it connects the backing chamber to the return
fuel line via A. The pressure in the backing chamber drops, the needle is lifted and the injection
begins. As the outlet orifice A is of a larger diameter than the inlet Z, the fuel in the backing
chamber is evacuated even if the chamber at all times is connected to the high pressure line via Z.
When the current in the solenoid valve drops to zero, the control valve returns to its seat. The
backing chamber is refilled via orifice Z. The pressure in the backing chamber exerts force on the
back of the nozzle needle via a control piston and the needle is kept closed. Also the needle closing
spring acts to keep the needle closed with a pressure of 100 bar. Injection quantity is determined
by rail pressure, hydraulic flow of the nozzle, and the pulse length from the ECU
Slide 24

Volvo Construction Equipment

Current waveform, needle lift, injection rate at rated load (main injection)

25
Current [A] / Needle lift [-] / Injection rate [-]

20

15
Needle lift
Current
Injection rate
10

0
-500 0 500 1000 1500 2000 2500 3000 3500 4000
Time [µs]

, Slide 24
Slide 25

Volvo Construction Equipment

Contaminated fuel, water or particles

•Most sensitive parts are the injectors

If the nozzle is worn out / cavitated they will leak continuously, as the rail
pressure is always acting on the needle.

Also the filling- and evacuation orifices for the needle backing chamber will be
worn out, which will affect the needle opening function and timing.

•The high pressure pumps are also sensitive toward particles and water in the
fuel. As they each deliver three times more fuel as for the step 2 engines they
will wear out sooner if the fuel is contaminated.

•The high pressure pump I/O-valves are most sensitive to dirt patricles.

, Slide 25