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Engine Bosch 3 generation

Common Rail Comparison Analysis 1bar = 1.019kg/ ㎠

Pre-glow Type Glow Plug Glow Plug Air Heating Glow Plug

Low Pressure Fuel Pump Type Electrical Type Mechanical Type Mechanical Type Electrical Type

Fuel Pressure Control System Type Exit Control Entrance Control Entrance Control Entrance with Exit

Maximum Fuel Pres- sure (Control Pressure)

Timing Belt type Rubber Belt Chain Rubber Belt Chain

Current Driven (Pull-In Current8A)

Intake & Exhaust Sys- tem TCI: Turbo Charger

EMS Manufacturing Company Bosch Bosch Delphi Bosch

( 주 ) 주주주주 주주주

Engine System Training

Switch Over

2400~2500 RPM Intake Air per Cylinder Approximate 1200 mg/st

Booster Pressure Sen- sor Approximate

Rail Pressure Sensor Approximate above 1100 bar

Low Pressure Pump

-Low Pressure Fuel Line electric motor Pump, Operating by 45RPM signal input, Check the sensor data fuel pump relay.

During key-on ignition, the fuel pump relay engages and operates the fuel pump for approximately two seconds Approximately 50cc to 70cc of fuel should flow out of the disconnected fuel filter entrance hose into a cup.

Fuel Filter Measuring line Low pressure ± 3

High Pressure Fuel Pump

-High Pressure Fuel Pump Increasing Duty => Increasing Fuel pressure by RPRV

- Reference Value On idling : Approximate 280 bar ±10 bar Maximum pressure : Approximate 1500 bar

High Pressure Pump Pressure Test

Engine Fuel Related Sensor & Actuator

- High Pressure Pump Test Method 1 Disconnect the RPS connector 2 Assembly the RPS with main pipe from High Pressure Pump 3 Cranking for approximate 3seconds (Rail Pressure Approximate 1500 bar )

# After cranking, Keep the Rail Pressure 1500 bar for approximate 5mins

Fuel Pressure Control Valve

-Fuel Pressure Control Valve => Resistance = 2.07~2.53 Ω( 20’c)c)

Increasing Duty => Increasing Fuel pressure On idling approximate 780RPM, RPRV should be approximate 20% ±1% duty.

# Keep the Rail Pressure around 70bar in common rail and after 5 mins, decreasing pressure

Fuel Pressure Control Valve Structure

4000RPM Duty : Approximate 30%

Fuel Pressure Control Valve Valve & Wiring Condition Inspection

D-Engine Fuel Related Sensor & Actuator

Fuel Pressure Control Valve Valve malfunction => Engine stop (No restarting)

- Rail Pressure Sensor When RPS is problem, System should be fail safe mode

Fail safe(Fail Safe) Fixed  Fuel Pressure Approximate 350~400 bar Fixed

Rail Pressure Sensor Rail Pressure Sensor Data & Output Waveform

RPS Wiring & Sensor Inspection

- Rail Pressure Sensor Reference Voltage Measurement 1 Disconnect Rail Pressure Sensor Connector

2 # 1 Connector Measurement  Approximate 5V Output 3 # 3 Connector Ground, Resistance Measurement between ground and battery (-)  Approximate 0.1 Ω (20°C) C) Measurement

Rail Pressure Sensor Wire Diagram

Injector

NO Starting with Cranking Back-leak Condition On idling Back-leak Condition

- Back-leak Condition on cranking 1 Disconnect the 1~4 Injector Connector 2 Disconnect Back-leak hose

3 Blocked Back-leak hose 4 Cranking

5 Injector Back-leak hole, No return fuel

- Back-leak Condition on idling 1 Disconnect 1~4 Back-leak hose 2 Measuring the Back-leak fuel 3 Idling Condition for Approximate 1min - Back-leak fuel should be same 4 2000RPM for 10seconds

- Back-leak fuel should be same

- Injector Change 1 Grade Injector 2 Grade mark - X, Y, Z 3types 3 Injector Change Chapter

영영 1~8*

APS 1, 2

APS 1 => Main sensor for controlling the fuel amount and applying fuel time APS 2 => A sensor to detect the APS sensor 1

Disconnect the connector and check the voltage in ECU side It has to be 5V APS Malfunction => Limp-home mode D-1200RPM R-1250RPM Kj-1000RPM or 1300RPM

MAFS

Engine Air Related Sensor & Actuator

For controlling EGR amount when EGR valve is opened, MAFS will be decreased

- MAFS Reference Value on idling Air flow rate from mass airflow sensor Data :  Approximate 400~500 mg/st

MAF Sensor Inspection

- Wiring Measurement1 Disconnect the MAFS Connector2 #2, #4 Connector Measurement  #2 : 5V, #4 : 12V

EGR Summary

D-Engine Air Related Sensor & Actuator

1 After accelerating, Idling Condition : Approximate 52seconds (Idling 5%, operating 6~95% ) 2 ECU controls the EGR operating on mid-load.

Vacuum Type EGR ( Euro 3 ) Electronic EGR ( Euro 4 )

EGR ( Euro 3 ) Inspection

- Vacuum Solenoid Valve Inspection 1 Vacuum Condition Measurement : Actuator IN (Keep Vacuum), OUT(Barometric Pressure) Line Vacuum Condi- tion Measurement

- Connector Condition Measurement 1 Disconnect Connector

EGR ( Euro 4 ) Inspection

Electronic EGR EGR Valve Sensor Data

-Electronic EGR Valve Inspection Resistance Measurement : 7.3~8.3Ω (20℃)

VGT + BPS

Operating VGT with BPS Output Sensor Data

- VGT, BPS Sensor Data Output On idling VGT Sensor Data Output : Approximate 50%, BPS : Approximate 1050 mbar On accelerating VGT Sensor Data Output : Approximate 25%, BPS : 2100~2500 mbar

- VGT, BPS Inspection & Wiring Inspection VGT Resistance : 14.7 ~ 16.1Ω (20℃), Wiring Condition Inspection  Power : 12V

BPS Wiring Condition Inspection(Disconnect the connector)  #2 Connector : 5V # Barometric Pressure : 1013.25 mbar

CKPS CMPS

Engine Mechanical Problem

-CMPS: verify #1 for sequential firing

- CKPS: verify crank angle, piston location, RPM -CMPS Malfunction : Idling OK, Restarting impossible -CKPS Malfunction : Idling Engine stop, Restarting impossible

- Wiring check (Disconnect connector )CMPS : #1 Connector  12 V, #2 Output Connector  5 V(Reference Voltage)CKPS : #2, #3 Output Connector  Approximate 2.5 V(Reference Voltage)

CKPS CMPS Output Waveform & Wiring Inspection

- Check wiring CMPS : #1 Connector  12 V, #2 Output Connector  5 V(Reference Voltage) CKPS : #2Approximate 2.5 V(Reference Voltage)

Vehicle S/W Management

Engine System Training

Eng Fuel Line

Pressure Fuel Fil- Pump

Fuel Pres-

ValveLow High

Engine

Engine RPM Approximate 800 RPM Intake Air per Cylinder 650~750 mg/st

Booster Pressure Sen- sor 1050 hPa

Rail Pressure Sensor 28.4 MPa ±1 MPa

2400~2500 RPM

Intake Air per Cylinder Approximate 1700 mg/st

Rail Pressure Sensor Approximate 140 MPa Fuel Pressure Regulator Approximate 27%

Pressure Limiter Valve

Eng Fuel Related Sensor & Actuator

- Low Pressure Fuel Line Mechanical Type Pump.

Low pressure fuel system malfunctions can lead to engine performance issues A faulty low pressure fuel pump gear can cause poor acceleration or engine stalling Additionally, an improperly assembled fuel filter can introduce air into the low fuel pressure line, resulting in similar acceleration or stalling problems Timely diagnosis and repair of these components are crucial for maintaining optimal engine operation.

Moisture Sensor Fuel Temperature Switch ± 3

High Pressure Pump

A-Eng Fuel Related Sensor & Actuator

- High Pressure Pump Fuel Pressure Regulating Valve => Duty ↓ = Fuel Pressure ↑

- Reference ValueOn Idling : Approximate 280 bar ±10 barMaximum Pressure : Approximate 1500 bar

Low Pressure

High Pressure Pump Pressure Test1 ( Euro 4 )

- High Pressure Pump Test Method 1 Keep on idling Condition

2 Select the Rail Pressure Sensor in sensor data 3 Select the graph mode

4 Select the Fuel Pressure Control Valve Valve in actuator function5 Click the start (Engine stop, Rail Pressure increasing )

High Pressure Pump Pressure Test2 ( Euro 4 )

- High Pressure Pump Test Method 2 1 Disconnect the 1~4cyl Injector Connectors 2 Select the Rail Pressure Sensor in sensor data 3 Select the graph mode

4 Select the Fuel Pressure Control Valve Valve in actuator function5 Click the start and Cranking

Fuel Pressure Regulator

Fuel Pressure Control Valve Structure

On idling => Fuel Pressure Regulator 18% ±1%

Stall test => Fuel Pressure Regulator Approximate 27%

Fuel Pressure Control Valve Valve & Wiring Condition Inspection (Euro3, Euro4)

- Fuel Pressure Regulator (Pump) Reference Voltage : Disconnect connector and Measurement  Approximate 3.5 V Measurement.

Fuel Pressure Regulator Resistance Measurement  3.42 ~ 3.78Ω (20°C) C)

# Fuel Pressure Regulator Valve Malfunction => Engine stop and no restarting

-Rail Pressure Sensor -Rail Pressure Sensor malfunction: Engine stop and No restarting

On idling => 28.4 MPa ±1 Mpa Stall test => Approximate 140 Mpa

Rail Pressure Sensor Rail Pressure Sensor Data

- Rail Pressure Sensor Reference Voltage Measurement 1 Disconnect the Rail Pressure Sensor Connector.

2 #1 Connector Power Measurement  Approximate 5V Output 3 #3 with battery(-), Resistance Measurement  Approximate 0.1 Ω (20°C) C) Measurement

Cranking with no staring, Back-leak Condition

- Back-leak Condition on cranking 1 Disconnect the 1~4 Injector Con- nector

2 Disconnect Back-leak hose 3 Blocked Back-leak hose 4 Cranking

- Back-leak Condition on idling 1 Disconnect 1~4 Back-leak hose 2 Measuring the Back-leak fuel 3 Idling Condition for Approximate 1min

- Back-leak fuel should be same 4 2000RPM for 10seconds

- A-Eng Injector 1 Applying pilot 1, 2, and main with out post

# CPF system has post Injecting 2 Euro3 Engine => Class Injector

3 Euro4 Engine => IQA Injector # After 2007MY should be Euro 4

- Injector Quantity Adjustment After replacing new injector, it must be set the injector coding

‘P1671 IQA code not inputted to ECM -The Class injector has 3 group =>C1,

C2, C3,-Recommend to use same group injector for changing.

Fuel

Check

How to test

Eng Air Related Sensor & Actuator

For controlling EGR amount when EGR valve is opened, MAFS will be decreased

- MAFS Reference Value on idling Air Mass Flow per Cylinder sensor Data :  Approximate 600~700 mg/st

Mass Air Flow Sensor Inspection (Euro3, 4 )

Eng Mechanical Problem

- CKPS: verify crank angle, piston location, RPM-CMPS Malfunction : Idling OK, Restarting impossible-CKPS Malfunction : Idling Engine stop, Restarting impossible

CKPS CMPS Output Waveform & Wiring Inspection

CMPS CKPS Waveform (Grand starex)

Approximate 2

- Check wiring CMPS : #1 Connector  12 V, #2 Output Connector  5 V(Reference Voltage) CKPS : Between #2 and #3 =>Resistance : 774 ~ 946 Ω (20’c)c)

Disconnected #2, #3 Output Connector  Approximate 2.5 V(Reference Voltage)

VGT Bad Impeller Case

BPS Sensor Data 890~988 hPa BPS Sensor Data

Idling : 1057 hPaAccelerating : Above 1300 hPa

Kj-Eng

Kj-Eng Fuel Related Sensor & Actuator

- Low Pressure Fuel Line Mechanical Type Pump.

Low pressure line malfunctions can lead to engine issues A defective low-pressure fuel pump gear can cause difficulties while accelerating or even engine stall Additionally, an improperly installed fuel filter can result in air entering the low fuel pressure line, leading to similar problems such as poor acceleration or engine stoppage.

- High Pressure Pump Fuel Pressure Regulating Valve => Duty ↓ = Fuel Pressure ↑

- Reference ValueIdling 시 : Approximate 230 bar ±10 barMaximum Pressure : Approximate 1800 bar

High Pressure Pump Pressure Test 1

- High Pressure Pump Test 1 1 On idling condition 2 Select RPS sensor data.

3 Select the graph 4 Disconnect the IMV connector, knocking and noise with high RPM 5 When the RPS is more than 1100bar, high pressure pump is normal

Disconnect Inlet metering Valve Connector

High Pressure Pump Pressure Test 2

- High Pressure Pump Test 2 1 Key ON, Engine stop 2 Select RPS sensor data.

3 Select the graph 4 Disconnect injector connector 5 Cranking after disconnecting the high pressure Pump Inlet metering Valve Connector 6 When the RPS is more than 1100bar, high pressure pump is normal

Disconnect injector connector Rail Pressure Sensor increasing

Inlet metering Valve(IMV)

- Fuel Pressure Control Valve On idling Approximate 33% ±1% Duty.

Fuel Pressure Regulating Valve => Duty ↓ = Fuel Pressure

High Pressure Pump Inlet metering Valve Inlet metering Valve

-Rail Pressure Sensor -When disconnecting Rail Pressure Sensor  Fuel Pressure Approximate 2000 bar Fixed and engine stop

Disconnected Rail Pressure Sensor condition

Rail Pressure Sensor Wire Diagram

- Rail Pressure Sensor Reference Voltage Measurement 1 Disconnect Rail Pressure Sensor Connector

2 #3 Connector Measurement  Approximate 5V Output3 #2 Connector output with ground Resistance Measurement  Approximate 0.1 Ω (20°C) C) Measurement

- Back-leak Condition on cranking 1 Disconnect the 1~4 Injector Connector 2 Disconnect Back-leak hose

3 Blocked Back-leak hose 4 Cranking

Back-leak Condition on idling 1 Disconnect 1~4 Back-leak hose 2 Measuring the Back-leak fuel 3 Idling Condition for Approximate 1min - Back-leak fuel should be same 4 2000RPM for 10seconds

Minimum Drive Pulse (MDP) determines the injection quantity, typically ranging from 1~2 mm³/st However, as nozzles wear over time, controlling injection quantity becomes challenging Determining the injection quantity for worn nozzles is crucial to maintain precise control and optimize engine performance.

-MDP Data diagnosis Method If one of injector had many defferent MDP learning value it is uncontrolled the leaning value of injetor quantity.

Also the learning value is higher than 1,000,000.

It is a problem in injector.

- C2I or MNS Injector It is required to install C2I injector or MNS injector depending on ECU version

The two injectors demand the input of the same 16 digit code.

In case of MNS injector, it is designed for better durability and control than C2I injector

# C21(Individual Injector Correction) MNS(Machine narrow seat)

Filter

Bimetal switches utilize Kj-Eng filter return lines for fuel filtration When the fuel's temperature drops below 50'c, the switch opens, allowing fuel returning from the high-pressure pump to pass through the filter This filtered fuel then proceeds to the high-pressure pump.

When bi-metal was always opened, it may cause a problem with an acceleration or engine stall

Bi-metal in filter Return line in fuel tank

-MAFS For controlling EGR amount when EGR valve is opened, MAFS will be decreased

- MAFS Reference Value on idling Air flow rate from Mass Air Flow sensor data : 19~25 g/s

Kj-Eng Air Related Sensor & Actuator

- CKPS: verify crank angle, piston location, RPM -CMPS Malfunction : Idling OK, Restarting impossible -CKPS Malfunction : Idling Engine stop, Restarting impossible