Cummins Common Rail Fuel System

HPCR Fuel System Safety

Wear your safety glasses

Use cardboard or paper for identifying/troubleshooting high-
pressure leaks ... Never use your hands or fingers
1600 Bar = 23,206 PSI
2.068 Bar (30 PSI) is enough to penetrate human skin and cause
a pressure injection.
Always wait at least 10 minutes following engine shut down before
opening the high pressure fuel system
If possible, use INSITE to monitor the fuel pressure to ensure it is
safe to open the system
Never place your hands near fuel system fittings when loosening
them

What can high pressure fluids do?

Industrial water jets (abrasive jets) are used to cut wood, steel,
rock, and various metals
The water pressure is typically between 20,000 to 55,000 pounds
per square inch (PSI). The water is forced through a 0.010" to
0.015" in diameter orifice in a jewel and can cut half-inch thick
titanium at the rate of 7 inches per minute
 Fuel System General
Information
WARNING
The fuel pump, high-pressure fuel lines, and fuel rail contain very high-pressure
fuel. Do not loosen any fittings while the engine is running. Wait at least 10
minutes after shutting down the engine before loosening any fittings in the high-
pressure fuel system to allow pressure to decrease to a lower level.

WARNING
Fuel is flammable. Keep all cigarettes, flames, pilot lights, arcing equipment, and
switches out of the work area and areas sharing ventilation to reduce the
possibility of severe personal injury or death when working on the fuel system.

WARNING
Do not vent the fuel system on a hot engine; this can cause fuel to spill onto a hot
exhaust manifold, which can cause a fire.

NOTE: It is not necessary to vent air from the high pressure fuel system before
starting the engine. Cranking the engine will help prime the fuel system.
 Clean Care Review

Questions:
1. What is a micron?
2. What are potential sources of fuel
system contamination?
3. What can you as the technician do
to prevent fuel system
contamination?
4. Can you always pre-fill fuel filters?
 Fuel System Cleanliness During
Repairs Is Very Important
Clean all fuel system fittings,
lines, and components before
disassembly.
Make sure that no dirt or
debris enters the fuel system
components to prevent the
passing of contaminants to the
high pressure fuel rail and
injectors.
Small amounts of dirt and
debris can cause a
malfunction of these
components.
Pressure Side Fuel
Filter
Pressure Side Filter
– 3 Micron Rating
– Final point of filtration
before high pressure
components
– Should not be pre-filled
• Use electronic lift pump
• Typically 3-4 key cycles
will prime system
Suction Side Filter
– 10 micron
– Can be pre-filled
Why is pre-filling pressure-side
fuel filters not recommended?
Normal System
operation
Fuel from the
suction side filter
has been filtered,
but not at the Dirty Side of
micron level the Filter
fuel system
Clean Side
requires of Filter

Fuel entering filter head and filter

Fuel passing through the filter media

Fuel cleaned to the final micron level

 Contamination happens that
quickly
Continued … Both sides of the filter media are
exposed to unfiltered fuel
What really
Critical system parts are now at
happens during risk
pre-filling?
During pre-filling
the “clean side” of
the filter is
exposed to any
contamination in
the fuel supply
source
Fuel from pre-fill source

Fuel passing through the filter media

High Pressure
Common Rail Fuel System
Allows multiple injection events per cylinder firing
Capable of higher injection pressures than current CAPS
system
Injection event is not coupled with a mechanical system such as
a fuel pump rotor or an injector cam
Design is simple and easier to service
Lower chance of a single failure leaving a customer stranded
(example: Rotor Seizure, or ICV Failure)
Repair costs are lower; it is not necessary to replace the entire
system
Can be used on multiple engine platforms
New fuel system is a major component of the advanced
combustion technology being used to reduce emissions
 Fuel System Layout
High Pressure
Fuel Pump Drain Line Relief Valve Drain
Line
Injector Drain Line

Fuel Pump

ECM Cooling Plate ECM 2 micron Fuel Filter

 Fuel System Layout
(Continued)

Fuel Drain
Connection

Fuel Lift Pump

Fuel Supply
Connection
ECM Cooling Plate ECM Cooling Plate
Check Valve
Fuel System Layout

2 micron
fuel filter
 Fuel Flow Schematic
From Injectors 1.3 to 2 Bar restriction

Mechanical All fuel returns to tank are via fuel filter head
Pressure
regulator

High Fuel return overflow valve

pressure fuel
Injectors pump ◊ Gear Pump

Common rail 3 micron

filter
Pressure
zz Regulator
Engine to fuel pump speed 1:1.33 M prop
10 micron pre filter
High pressure fuel ~ 300 to 1800 Bar
Low pressure fuel from gear pump ~ 6 to 9 Bar (5)
Fuel suction line up to 500 milli bar
Fuel return from Injectors, pump and Common rail Fuel Tank
 Fuel System Flow
8 - Fuel Inlet to
High Pressure 7 - Fuel Outlet
Pump 6 - Fuel Inlet to From Fuel Filter
Fuel Filter
1 - Fuel Inlet

4 - Fuel Inlet to
Gear Pump

5 - Fuel Outlet
From Gear Pump 3 - Fuel Outlet From 2 - Fuel Inlet to ECM
ECM Cooling Plate Cooling Plate
 Fuel Pump Air-Bleed Fitting
High Pressure Pump Head Fuel Pump Actuator Housing

Fuel Pump Actuator

High Pressure
Outlet Fitting Gear Pump Inlet

Cam Housing

Gear Pump Outlet

Fuel Gear Pump
Inlet Restriction Service Port
Engine Priming
The primary purpose of the priming circuit is to provide pressure to the
gear pump for quick engine starts.
The fuel lift pump only runs for 30 seconds at key-on. It is only used for
priming the fuel system at start-up.
The priming pump will fill the pressure side filter when installed dry. 3 key
cycles are required to fill the pressure side filter.
The lift pump does not do a good job of priming a dry system. It is
recommended that the suction filter be pre-filled with clean fuel when
replaced.
ECM Cooling Plate Check Valve
Without the ECM cooling plate check valve, fuel would continuously
circulate through the ECM cooling plate when the lift pump is not
running.
The check valve can become damaged upon installation. Inspect the
check valve for damage or debris when troubleshooting low power
and performance problems.
High fuel inlet restriction will be measured at the gear pump inlet if the
check valve is damaged.

Check Valve
Fuel Pump Head
High Pressure Relief
Valve
High pressure relief valve acts
like a ‘fuse’ in the fuel system.
If fuel pressure exceeds the
relief valve pop-off pressure, fuel
rail pressure will be regulated to
1000 bar and the excess fuel will
be returned to drain.
If the high pressure relief valve
opens, fault code 449 or 2311
will activate indicating a pressure
overshoot occurred.
If the control system still has
pressure control, the valve will
reseat through a momentary
pressure interruption (3x max)
and normal operation will
continue.
High Pressure Relief Valve
Low Pressure Fuel Lines
All low pressure fuel supply lines have ‘quick connect’ fittings.
The ‘tabs’ must be pushed in to release the connector from the fitting.
Flexible lines must be routed properly to allow engines to run and to prevent
damage.
Removal of supply lines from high pressure pump is easier if all 3 lines are
disconnected.
NOTHING may be permitted to rub against lines!

Release Tabs
Injector Details

Fuel at high pressure is

Injector Solenoid Leakage conveyed to each injector by
its high pressure fuel
connector.
HPC to Injector Leakage
Leakage fuel from the match
fits in the injector and injector
solenoid travels through a
drilling in the cylinder head
and exits at the rear of the
cylinder head.
Match Fit Leakage
A damaged high pressure
fuel connector-to-injector
interface will result in
excessive drain flow from the
back of the cylinder head.
 Injector Details

16 32 22 31
24
1. Nozzle Body 12. Spacer Disc 18 20
2. Nozzle Needle 13. Spacer Disc
3. Nozzle Nut 14. Spacer Disc 14
4. Injector Body 15. Armature Plate
28 25
5. Interm. Pin 16. Armature Spring
6. Nozzle Spring
7. Valve Body
17. Shim Washer 12
8. Valve Piston 26
9. Seal Ring
10. Valve Ball 10 23
11. Retaining Screw (nut)

7 21

6 8 30 19
4 27 13 15 17
9 29 11
2
1
18. Lock Ring 26. Armature Bolt
19. Magnet Core 27. Ball Holder
20. Tube 28. Armature Guide
5 21. O-Ring 29. Support Washer
30. O-Ring
22. Interm. Piece
23. Seal Ball 31. Support Plate
24. Valve Spring 32. Tension Nut
25. Connector Base Ass.

3
 HPCR Theory of Operation

OUT IN

Pressure-Side
Filter

Return

Supply
Cummins High
Pressure Common
Rail

Injector Theory of Operation

• Injector Solenoid is not
energized. The solenoid
spring forces the +
solenoid in the closed
position
-
• Equal fuel pressure is
exerted on both the
plunger (1) and
shoulder area (2) of the
needle
• The greater surface
area of the plunger (2) 1
results in more hydraulic
advantage keeping the
injector in the closed
position
2
 • When the ECM
requires fuel for a
cylinder a voltage is +
driven to the injector
solenoid
-
• This creates an
electromagnetic force
that is greater than
the force of the spring
•This forces the
solenoids metal core
to move upward
• As the solenoid lifts Fuel from the
a leak path is opened leak path drains
in the fuel injector through a
passage in the
cylinder head
• The leak results in
the shoulder of the
injector needle now +
seeing a greater
hydraulic force than
-
the plunger (due to
the leak path)
• This allows the
needle to lift from the
closed position
• Fuel is then injected
into the cylinder
through the nozzles
• When fuel is no longer
needed the injector
solenoid is de-energized +
by the ECM
• The electromagnetic -
force is removed
allowing the spring to
force the solenoid to the
closed position
• When the solenoid is
in the closed position
the leak path is
removed
• With the leak path
removed the greater
surface area of the
plunger causes the
plunger/needle to reseat
and end fuel injection
• Equal fuel pressure
is again sent to both
the plunger (1) and +
shoulder of the
needle (2)
-
• The greater surface
area of the plunger (1)
results in more
hydraulic force
keeping the injector in
the closed position
until the ECM 1
determines fueling is
again needed

2
 • Fuel System
cleanliness is very
important for High +
Pressure Common Rail
Systems
-
• Contaminants can
lodge in the small
passages in the injector
preventing critical flows
• If the contaminate
particle lodges in the
passage to the plunger
area
•The result is the injector
will remain in the open
position and cause
engine damage due to
uncontrolled fueling of
the cylinder
 High Pressure Common Rail

CYL
Head
Fuel Rail
ISB CM2150 Pressure Injectors
Engine Relief Valve

High Pressure Fuel

Line to Rail
High Pressure
Connectors

Secondary
Filter Fuel
Return Fuel
Return

Fuel
Return
Fuel
Hand Primer Pump Return
Fuel Out

Primary
Filter
Fuel Tank
Fuel Gear
Pump
H.P. Fuel Pump
Stuck Open Injector

With a High Pressure Common Rail

fuel system, stuck open injectors will
cause continuous injection in the
cylinder.
This is caused by debris in the fuel
system being transferred to the
injector.
The engine will smoke, knock loudly,
and possible die if an injector sticks
open.
Caused by debris in the injector
holding the injector needle open.
Unintended Fueling Diagnostic
(UFD) fault codes may aid
diagnostics.
CM850 Injector Circuits

Orient inlet feature toward

HPC
Follow the Manual to ensure
injectors are correctly
installed
“Feel” the HPC engage the
injector
Always use proper torque on
the HPC jam nut
ALWAYS replace the HPC
when installing a new injector
Be cautious of debris
High Pressure Fuel
Rail
The high pressure fuel
rail is a laser welded
steel forging.
Functions as an
accumulator to store
high pressure fuel for
injection.
Designed so only two
part number high
pressure supply lines
are required.
High Pressure Fuel
Lines
Install and torque in the
proper sequence or
failure can occur
Make sure high
pressure connector
retainers are at the right
torque before installing
supply lines