Advanced Fuel Injection Equipment Technology serving Future Diesel

Powertrains
Prof. Dr.-Ing. Jrgen Hammer, Diesel Systems Business Unit PC,
Robert Bosch GmbH, Stuttgart

Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

1. Summary
Since introduction of the Common Rail Diesel injection system on the PC/LDV
market in the year 1997, BOSCH production plants output is bigger than 70 millions
systems til today.
Anyway since launch date markets were strong changing. Facing this also
requirements on modern diesel engines did change dramatically. Core market for
Diesel PC and LDV is mainly driven out of emission legislation EU6 ff and in parallel
fulfilling benchmark targets in fuel consumption. Diesel powertrains are the key
enablers to reach the given CO2 targets for carmakers fleets in Western Europe. Due
to Diesels cost attractiveness in the competition of powertrains against gasoline,
alternative fuels and at least electrification aiming the target of 95 g/km in 2020, the
Diesel share in almost all vehicle segments will be pushed. To reach in parallel
stringend NOx emissions also under real driving conditions, beside exhaust gas
treatment, the FIE technology plays a key role to reduce raw emissions and optimize
the combustion towards highest power output at lowest fuel consumption on gasoline
like comfort level.
Looking to the strong growing markets in India and China, Diesel powertrain
technology is serving basic mobility and transportation needs at lowest fuel
consumption and therefore costs. High value for money also on the injection
technology side is required together with robustness needs and wide range of fuel
quality acceptance for use in also very big range of vehicles for transportation and offhighway applications.
This broad project landscape from robust cost innovation up to benchmark
performance levels BOSCH is serving with a modular product strategy in FIE. This
paper gives an overview on those systems which equips from dedicated products
families 1-cylinder load carriers up to premium luxury vehicles also foreseen with
hybridization.

Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

2. Market and Drivers

ATZ_Standard fr Grundschrifttexte

Fig.1: Market forecast shares of different powertrains worldwide

Fig.1 shows overall prognosis worldwide of powertrain shares. Since Diesel is stable
slightly growing towards 2020 around 24 % overall market share the main regions
serving that trend is WEU all time high with around 50 %. US is expected to ignite in
Diesel share in the LDT and SUV segment but also coming in the sedan area e.g.
known from the VW Jetta and announced Cruze from GM other will follow. Last but
not least luxury limousines from german carmakers are already successful lauchend.
Stable growth in IN due to the immense transport need of all people suffering on cost
attractive vehicles beside 2 wheelers. In addition CN market is seen to be growing in
the off road and light commercial area.
Out of thermodynamic reasons Diesel is and will stay as the most efficient ICE
concepts. In addition at least CO2 target in WEU of 2020 of 95 g/km Diesel will be
also the most cost effective solution gaining the overall fleet value, Fig2. Both leads to
an attractiveness of the Diesel powertrain in almost all segments to the TCO for end
consumer in addition to an overall powertrain portfolio for the carmakers gaining their
CO2 fleet targets.

Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

Fig.2: cost comparison fuel price and consumption Diesel vs. Gasoline

Fig.3: CO2 Emissions versus Costs: Tank-to-Wheel, 2015, Compact Class CC

Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

Fig.4: Diesel technology modules gaining WEU Emission Legislation

Fig.5: Diesel technology modules gaining IN Emission Legislation

Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

Looking at the overall technology key stones for a Diesel PT one can state some basic
findings for FIE besides Diesel engine technology and exhaust gas treatment
equipment:

Overall main requirements on FIE Technology:

full flexible injection pressure

maximum pressure depending on combustion, air and EGR

system and rated power target

full flexible multiple injection capability

application specific no of
minimum quantity and tolerances

injections,

dwell

time,

nozzle technology with robust compromise coking vs. hole

efficiency, optimized sac hole volume

These so-called CR standard requirements [1-8] to be specifically quantified for each

application, have to be extended segment- and market-wise. For example looking into
Diesel powertrains for luxury cars even combined with hybrid technology extends this
basic requirements towards ultimate efficiency of the hydraulic system, comfort issues
and last but not least towards best class fuel metering capabilities like special injection
rate shapes for partial and full load, lowest tolerances using 8 injection events per
stroke by having smallest injection quantities up to rated pressure. Due to benchmark
maximum torque demands and rated power outputs similar to gasoline engines,
highest injection pressures like 2500 bar and in future gaining still more is demanded,
Fig. 4. Addressing future hybridization in this segment which is short term foreseen,
FIE has to be qualified in terms of additional needs like higher numbers of start
events, very fast speed up to the high pressure pump, stand by pressure during stop
phases, long sleeping modes of the ICE etc. ,Fig. 6

Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

On the other hand the emerging market is addressing completely different add-ons
like cost down first and robustness resp. simplification for application and oil
lubrication of the high pressure pump is mandatory. Load carrier applications
combining very low engine displacements with relatively high good loads and total
vehicle weights lead to very high duration times at full load operation and strong load
collectives on the components. This addresses robustness measures on the
components those have to be included into the modular FIE components system, Fig.
8.

Fig.7: Special view WEU and US luxury applications on FIE requirements

Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

Fig8: Special view India applications on FIE requirements

Since maximum injection pressure is always a key topic in Diesel due to the fact that
mixing time is pretty short, spray momentum and spray formation are key enablers for
lowest raw emissions and fuel consumption and finally nozzle flow rate have to be
optimized in the balance of maximum rated power and spray quality [1-8] some words
to upcoming trends in high pressure requirements all over the world, Fig. 9.

Fig.9: RB CR Systems by pressure and region

Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

All in a nut shell, western world standard and high end applications are front runners
in maximum pressures of todays 2200 bar and foreseen 2500 bar in 2014.
Requirements are already on the table gaining the magic 3000 bars. In the average
2000 bar is establishing as a standard in WEU-applications. Looking to India and
China we have 1400 bar and 1600 bar as next step. Additionally development is
addressing 1800 bar for upcoming emission legislation e.g., CN5 and applications in
the LD and MD segments using full load EGR.

3. BOSCH Modular Common Rail System Technology

The overall road map of BOSCH Common Rail System Technology for PC and LDV
shows 3 Generations which basically are built up on specific components
technologies, Fig. 10.

Fig.10: Roadmap CRS generations for PC/LD

Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

While on the injector technology CRS 1 and CRS2 uses top head solenoid valves to
control the servo driven Diesel fuel injectors is CRS 3 based on the so called Piezo
inline injector technology. High pressure pumps are divided in oil lubricated
unit pumps for different flow rates used in Gen 1, fuel lubricated pumps from 1600 up
to 2500 bar pressure ranges in all Generations, while the 1 and 2 plunger CP4
family is exlusively used in the Gens 2 und 3. A derivate of a engine intergrated oil
lubricated version of the CP4.1, the so called CP4i is under development to serve
also car makers who want to built engilnes for world wide use and combine 2nd Gen
CRS with oil lubricated high pressure pumps, a system architecture example will be
given later.

Fig.11: Common Rail Pump CP4 Modularity

Looking on the system architecture of the so called CRS1-14 UP one can see the
focus what is really needed for the dedicated market. In generell 1 upt to 3 cylinders
are equipped with the CRS-14 UP. Performing up to 25 resp. 50 kW/L with naturally
aspirated resp. turbo charged engines. Max. system pressure is 1450 bar, max. 3 no of
injections per stroke, dwell time min of 800 microseconds fulfilling lifetime
requirements of 200 000 km and targeting emission levels BS3/4.[9]

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Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

Fig.12: System architecture CRS1-14 UP

As an example a 2 cylinder system is shown. Starting from the tank with electrical lift
pump as pre supply modul the fuel runs over the main filter to the Fuel Control Unit
(FCU) which is separately placed in front of the Unit Pump (UP). The FCU provides a
controlled amount of fuel on a constant pressure to be filled in the UP. Using this
device only the demanded fuel flow to keep the rail pressure on its target value is
pressurized. In comparison to maximum pumping all the time, consumption benefits
on the engine of up to 8 % can be realized. Doing so the standard UP former used in
standard cam-driven injection systems can be carried over w/o any changes on the
engine, staying oil lubricated and with only minor changes for example at the I/O
valves and cam slopes at the pump drive. For the OEM which uses normally a engine
family for decades gives this a lot of commercial benefits.After pressurizing the fuel
runs to the Rail Pressure Sensor Block (RPS-Block) which has the main functions to
distribute the fuel to the injectors and carries the rail pressure sensor for pressure
metering. Skipping the rail and using RPS-block saves money, mounting space and
reduces the weight of the high pressure storage. Last but not least used CRI1-14
injectors are special inventions for IN market needs in terms simplified components
for attractive prices. Based on the well known top head solenoid injectors of
BOSCH launched in 1997 the CRI1-14 was designed with a simplified solenoid group
with a non-guided one part armature, extended tolerances and de-contending measures
like skipping the C-coating on the nozzle needle. The system has already entered
successfully different PC and LDV applications in the Indian market.

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Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

Looking on the WEU all time high Diesel market we have to address both focus
points like attractive cost at high performance simultaneously. Fig. 13 shows a new
approach consisting already established components with brand new ones in a
innovative high intergrated FIE on the engine.

Fig.13: System architecture CRS2-20 with CP4i

While rail configuration with pressure control valve and sensor stays well know as
always first big change shows the pump. The so called CP4i is an engine intergrated
oil lubricated high pressure pump which is driven directly via roller tapet and cam
slope from the engine cam shaft. Therefore no lubrication flow to the pump dieselwise
is needed which gives the opportunity to skip the backflow line and reduces the power
and delivery capacity of the pre-supply pump drastically. Challenge in this concept is
the sealing system of the pump drive which has to tighten the oil chamber of the
engine to the fuel element of the high pressure pump. Both pathes fuel in oil and oil in
fuel requires very low leackege rates to avoid oil dilution on the engine and to prevent
oil contamination in the fuel which leads to nozzle cocking and particulate trap
blogging due to oil ashes. The CP4i itself is quantity controlled by a electrical suction

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Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

valve which shows benefits in dynamics and damping low pressue pulses in
comparison to an suction control via throttling.
The CR2-20 as the benchmark common rail injector technology of top head solenoids
is shown in Fig. 14. Using unique pressure balanced valve technology introduced in
2007 [11] with the CRI 2-18, was successfully tranfered to the CRI2-20 concept. Very
fast switching armature with only 25 m stroke gives the chance to control the long
needle for the sake of very small quantities and dwell times lower than 200
mircoseconds. Capability of up to 8 injection events per stroke at lowest control and
leackage quantities. Since the needle is also pressure balanced there is no leckeage to
the low pressure back flow.

Fig.14: CRI2-20 with closed loop control

Special design of the CRI2-20 allows to locate a pre -rail volume in the injector to
feed fuel after opening the needle very fast and damping the pressure waves coming
from a previous injection to the next leading to accurate multiple injection quantities
lowest hydraulic dwell times. Due to the fact that the control chamber topside of the
needle is closed by the armature bolt each and every pressure change in the chamber
leads to a force change on the lower side of the armature bolt. This force change now
can be used to detect the needle opening and closing behavior and in the end to
calculate via model the hydraulic open time of the needle. The force is guided via
amature bolt to a piezo element which measures the signal and put this via wiring

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Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

harness to the ECU. No additional cable is needed. Fig. 14 shows typical signals out
of the injector during injection events. Having this signal one is able to control
injection quantities over life time via closed loop control in the CRI2-20. [12]
Since 2003 with the very impressive lauch for the Audi A8 V6 TDI fulfilling EU4
legislation w/o additional exhaust gas treatment first time Piezo inline injection
technology from BOSCH, the so called 3rd generation was used. Based on this we
develop the ultimative piezo injection technology with 2500 bar maximum system
pressure for premium segment vehicle classes.

Fig.15: System architecture CRS3-25 6. cylinder

Al high pressure components are qualified to the 2500 bar pressure level in a
optimized hydraulic efficiency, package and of course weight an life time manner.
By qualifying the CRI3-25 on the high pressure level we did change the control valve
design to a force reduced approach in comparison to the previous generations [11].
Leaving the piezo actor coupler actor chain as very successful in the market with
benchmark quality figures in the CRI3-20, we adjust the load on the servo valve by
placing a bold guided in a sleeve to the low pressure side of the throttle plate. His
allows to switch the 2500 bar pressure level with lower actor forces like we have on
the CRI3.20 using 2000 bar injector. With sophisticated hydraulic layout tools we
were able to create a injector performance fulfilling requirements of the engine like
smallest pilot quantities at highest pressure, 8 injections per stroke, lowest dwell times
and extended life time, Fig. 16.

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Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

Fig.16: CRI3-25 functional sketch

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Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

Literature

[1] Dohle, U., Drnholz, M., Hammer. J., Kampmann, S., Hinrichsen, C., Ziegler, G.:
4th Generation Common Rail Injection System for Future Emission Legislation,
FISITA Barcelona 2004

[2] Dohle, U., Drnholz, M., Hammer, J.: Evolution on Advanced Common Rail
Injection Systems for Diesel, ATA International Diesel Conference - Low PM and
NOx Technology, Bari 2004

[3] Dohle, U., Drnholz, M., Hammer. J., Kampmann, S., Hinrichsen, C., Wintrich,
T.: Die 4. Generation Common Rail Dieseleinspritzung Neue Anstze zur Erfllung
hchster Kundenerwartung und gesetzlicher Anforderungen, 4. Tagung Diesel und
Benzindirektreinspritzung, Haus der Technik, Berlin 2004

[4] Kampmann, S., Hammer, J., Mattes, P.: Weiterentwicklung von Common Rail
Einspritzsystemen zur Erreichung knftiger Emissionsgrenzen, 7. Tagung Motorische
Verbrennung Aktuelle Probleme und moderne Lsungsanstze, Haus der Technik,
Mnchen Mrz 2005.

[5] Dohle, U., Kampmann, S., Hammer, J., Bcking, F.: Potenzial moderner Diesel Common Rail Einsritzsysteme zur Erreichung knftiger Emissionsgrenzen, 26.
Internationales Wiener Motorensymposium, Wien April 2005

[6] Bcking, F., Dohle, U., Hammer, J., Kampmann, S.: Pkw Common Rail Systeme
fr knftige Emissionsanforderungen, MTZ, 66. Jahrgang, Juli/August 2005, S. 552
557

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Advanced Fuel Injection Equipment - Technology serving Future Diesel Powertrains

[7] Hammer, J.: Evolution of the Common Rail Technology, Ingegneria dell
AUTOVEICOLO, Giornale ed atti della Associazoone technical dellaAutomobile,
Vol. 58 N.7/8 Luglio/Augosto 2005, p. 24 28

[8] Dohle, U., Drnholz, M., Kampmann S., Naber, D., Hammer, J., Lehle, W.:
Common Rail Einspritzsysteme Kernbaustein knftiger Pkw Dieseltechnologie,
10. Symposium Dieselmotorentechnik, Stuttgart Mrz 2006

[9] Kremer A,: Besondere Anforderungen und FIE Lsungen fr aufstrebende Diesel
Mrkte, Diesel- und Benzindirekteinspritzung, 8. Tagung, Haus der Technik, Berlin
28th November 2012

[10] Maier R. : The next genaration BOSCH Common Rail Injectors with digital rate
shaping akey factor for meeting future requirements, 33rd International Vienna
Motor Symposium Wien 2012

[11] Leonhard R., Warga J. Pauer T., Boecking F., Straub D.: Bosch 200bar Common
Rail System for Passenger Cars and Light Duty vehicles

[12] Meyer S., Krauss, J.; Przise Zumessung ber Lebensdauer in einem CommonRail-System, Diesel- und Benzindirekteinspritzung, 8. Tagung, Haus der Technik,
Berlin 28th November 2012

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