Implementation of Training Strategy in Training Material: Diagnosis On Bosch CR Systems

Diagnosis on Bosch CR systems
Implementation of training strategy in training material

The standards for creating the training material is defined below. The standards are to be consistently implemented in all Bosch
Service Training Centers. Structure of the file name, e.g.:
1987726351_Bosch_Bremssysteme_Bosch_ABS_DE_2006_03 (FILE NAME MAX. 80 CHARACTERS, NO SPECIAL CHARACTERS)
This is training material for the trainer (lecture presentation material), including the following documents:
• Printed cover sheet on the first notes page
• Table of contents on the notes page of the slide with the content bars
• chronological sequence on the notes page of the 2nd slide with the course title and the course number
• Presentation slides with questions Answers are always animated
interactive integrated learning to achieve active learning of the participants
• Pages on the left Additional information on the notes pages for the trainer
• Worksheets for active participant cooperation and to reduce the work load of the trainer
• Tests with sample solutions For monitoring the learning progress of the participants
This presentation is used by the STC to create the following training documents in the respective language:
• Cover sheet
• Lecture presentation material with questions, animated answers and pages on the left
• Copies for participants with questions, without answers, without pages on the left with worksheets
• Tests for the participants without answers
The following points are to be taken into consideration when the trainings are conducted:
• The emphasis is on practical oriented training a minimum of 50% of all trainings are practically oriented
Group work with troubleshooting and measurement exercises
System-wide placement during the training
Automotive Aftermarket
Department of AA-DG/MKT4 | © All rights reserved by Robert Bosch GmbH, including applications for patent rights. We reserve all rights of
0 disposal, such as copying and passing on to third parties.
Name : ............................................
Date : From ............... to .............
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This training document serves as information for study purposes. It shall not be used for maintenance of
vehicles. Maintenance work should be carried out according to the applicable workshop manuals.
All the values specified here are application-dependent and therefore not generally applicable.
Table of contents
• CRS Fuel systems
• CRS High pressure pumps
• CRS Injectors
• CRS Sensors and actuators
• CRS Customer service tools
• CRS Diagnosis and service
CRS1, 1-Controller,
High Pressure Control with CP1 and integrated DRV and EKP
Rail pressure sensor

Plunger shut-off
(optional)
High
pressure Common Rail
pump
CP1
Pressure
regulating
valve
Overflow
Fuel valve Other
temperature sensors
sensor
Accelerator
(optional)
pedal
Injector (1...n)
Fuel filter with:
- Water separator
- Heater (optional)
Engine speed
(crank)
Electric feed pump Control unit
EDC
Tank Engine speed High pressure
Prefilter (cam) Low pressure
CRS2, 1-Controller,
High Pressure Control with CP3 and integrated ZME and ZP
Pressure limiter
Common Rail valve (DBV)
Gear
pump
Metering
unit
(ZME)
High
pressure Other Other
pump actuators sensors
CP3
Accelerator
pedal
Injector (1...n)
Fuel filter with:
- Water separator
- Heater (optional)
Engine speed
(crank)
Control unit
Tank Engine speed High pressure

Prefilter (cam) Low pressure
CRS3, 2-Controller,
High Pressure Control with CP4.1 and integrated ZME, DRV and EKP
Metering
unit
ZME
Pressure regulating valve Throttle (1x) Rail pressure
DRV3.2 0.85 sensor
RDS4.2
Rail (LWR3.2)
Throttle (1x/injector)
High 0.85 mm
pressure
pump
CP4.1 Throttle
Accelerator
pedal
other Piezo-
actuators Engine speed Injector
(crank) CRI 3.2
Fuel filter (1...n)
Engine speed return line

Electrical Control unit (cam) pressure
presupply EDC 16 / EKP pressure
pump EDC 17 high pressure
Tank EKP XL@rate Tank other backflow
Prefilter sensors pressure
electrical lines
CRS - Fuel system with CP 3 and Piezo injectors

Rail cylinder bank 2
300 to 1800 bar

Throttle
Rail cylinder bank 1
Fuel
pump Pressure control valve
Metering unit
High-pressure pump 10 bar

Pressure holding valve
Temperature Piezo injectors

sensor
Crash valve
Bimetallic preheating valve

High pressure Fuel cooler
Return pressure
Pre-run pressure
Pre-supply Storage tank
Fuel filter pump
CRS - High-pressure pump CP 1 with element cut-off

1 = Drive shaft
2 = Eccentric cam
3 = Pump element
4 = Intake valve
5 = Element cut-off valve
6 = Outlet valve
7 = Sealing piece
8 = High-pressure connection to the rail
9 = Pressure regulating valve
10 = Ball valve
11 = Fuel return line
12 = Fuel inlet
13 = Reducing valve (safety valve)
14 = Low-pressure duct
1. What is the minimum pre-delivery

pressure required to open the
reducing valve?
0.8 bar
CRS - High-pressure pump CP 3 with metering unit

1 = Fuel inlet
1
2 2 = Metering unit/Proportional solenoid valve
3 = High-pressure connection
4 = Gear pump
3 5 = Pressure valve
6 = Suction valve
4 7 = Polygon ring
8 = Eccentric shaft
1. How is the pressure regulated in a CP3

8 high-pressure pump?
5
The CP 3 has a suction side regulating.
system. Therefore, the rail pressure is
determined by the metering unit (M-prop).
6
CRS - High-pressure pump CP1H with metering unit

1 = Fuel inlet
11 2 = Metering unit/Proportional solenoid valve
1
3 = Fuel return
4 4 = High-pressure connection
5 = Overflow valve
5 6 = Drive shaft
7 = Cylinder head
2
3
1. How is the pressure regulated in a

6 CP1H high-pressure pump?
Similar to CP3, the CP1H has a
suction side regulating system
using metering system
CRS - High-pressure pump CP4 with metering unit
1
1 = Fuel inlet
2
2 = Fuel return
3 = Metering unit/Proportional solenoid valve
3
4 = Cylinder head
5 = Drive shaft
6 = Aluminium housing
4
6
Department
AA/ASA1of| 08.08.2007
AA-DG/MKT4| |©© Robert
All rightsBosch
reserved by Robert
GmbH Bosch
2007. Alle GmbH,
Rechteincluding applications
vorbehalten, auchfor patent
bzgl. rights.
jeder We reserve
Verfügung, all rights of Reproduktion,
Verwertung,
10 disposal, such asWeitergabe
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sowie füron to third
den parties.
Fall von Schutzrechtsanmeldungen.
First generation CRS injector
1 = Fuel return
2 = Valve spring
3 = Electromagnet
4 = High-pressure connection
5 = Valve armature
6 = Valve ball
7 = Outlet throttle
8 = Control chamber
9 = Inlet throttle
10 = Valve control plungers
11 = Nozzle needle
12 = Injector nozzle
a = Injector closed
b = Injector opened (injection)
Second generation CRS injector
1 2 3
Actuation signal of the second generation CR injector
1. Name the different signals in the

actuation signal of a CR injector. Second generation CRS injector
1 = Pre-injection 1
2 = Pre-injection 2
3 = Main injection
CRS - Piezo injector - Structure and function 1

2 1 = Control chamber
2 = Piezo element
3 = Hydraulic return
4 = Hydraulic inlet
1
5 = Actuator module
6 = Coupler module
7 = Servo valve
8 = Nozzle needle
3
4
5 A
6 B
8
Actuation signal of the Piezo injector
(A =Voltage, B = Current)
CRS - Piezo injector - Structure and function 2

Behavior of a Piezo element when voltage is applied.
1 = Piezo crystal under no-current state

2 = Piezo crystal when current is applied
3 = Layered structure of Piezo element
1 2 3
Actuator module Coupler module Servo valve
CRS - Piezo injector - Servo valve

A 1 B 1 C 1
1 = Servo valve
V3 V3 V3 2 = Outlet throttle
3 3 3 3 = Control chamber
2 2 2 4 = Inlet throttle
6 6
6 5 = Nozzle needle
4 6 = Bypass
4 4
A = Rest position
B = Nozzle needle opens
C = Nozzle needle closes
5 5
5
1. Why does a piezo injector need a servo valve?
The nozzle needle is isolated from the actuator (piezo
High pressure (rail pressure)
actuator). Therefore, no mechanical forces can act upon
Low pressure (return pressure)
the nozzle needle. In order to still be able to open the
Control volume pressure nozzle needle, a servo valve is used, which opens the
nozzle needle indirectly.
CRS - Diagnosis - Customer service tool 1
Return fuel quantity measuring instrument (0 986 612 950)
Diesel set 1
(0 986 613 100)
Replacement load for piezo injectors

(0 986 610 039)
CRS - Diagnosis - Return fuel quantity measurement

The internal seal tightness of the injector in the fuel high pressure systems can be checked using return fuel quantity
measurement.
Return fuel quantity at starter speed Return fuel quantity at idling speed Return fuel quantity at idling speed
not ok not ok ok
1. What is the maximum permissible return fuel quantity?

The max. permissible return fuel quantity is greater than 3
times the lowest quantity.
2. How do you proceed with the return fuel quantity

measurement, if the engine does not start up?
Return fuel quantity at starter speed Activate the starter for 10 …15 sec. and analyse the return
ok fuel quantity
CRS – Diagnosis - Diesel-Set 2 (bleeding set)
Bleeding set for fuel systems with radial

pistons - distributor-type injection
pumps (VP44) and common rail
systems
Bosch order number:

0 986 610 234
CRS – Diagnosis - Diesel-Set 3 (high pressure case)
Pressure build-up testing device and RDS combi-test device
Bosch order number:

0 986 613 200
CRS – Diesel-Set 3 - Pressure build-up testing
Functional principle:
The pressure sensor module is directly connected to the high pressure

connection of the high pressure pump; in addition, the high pressure
line between the pump and rail is detached (the engine is not startable
in this state)
When the starter motor is activated, the required quantity is collected

in the pressure accumulator; after reaching the opening pressure
(around 500 bar), the overflow valve opens (pressure limiting)
The overflow quantity flows into a collecting container

Pressure sensor module
The pressure value is displayed with a digital display unit
The pressure level attained is a measure for the pressure build-up

capability of the pump under engine start conditions
Digital pressure display
CRS – Diesel-Set 3 - RDS (rail pressure sensor) testing
Pressure sensor
KTS actual values of rail pressure

Functional principle:
The pressure sensor is directly connected to the high pressure connection of the rail;
in addition, the high pressure line between rail and a (easily accessible) injector is
detached.
The engine is operated in the idling state (engine runs on n-1 cylinders), speed
variation is possible with regard to the rail pressure variation principle (in compliance
with the specifications of the engine manufacturers); by increasing the engine speed,
pressures till the maximum range are conceivable.
The rail pressure value displayed on the digital pressure display is compared with
the actual value from the diagnostic tester and thus, the accuracy of the RDS is
Digital pressure display
tested.
ZME-Adapter
use:
Testing the supply pump pressure or/and the funktion of the
overflow valve at Bosch-CR-pumps : CP1 and CP3
detection of default:
irregular pessure and pressure fluctuations
CRS – DRV (pressure control valve) actuating module
Test conditions
- Engine in running order
- Coolant temperature > 80°C
- Engine during idling
Test sequence
- Test is started on diagnostic tester:
- Raising the speed to n = 1500 1/min
- Activate DRV actuating module (request by the user
through diagnostic tester)
- Engine switches off (via system self-monitoring)
- Time for fall of pressure, in the pressure range of
1000 bar to 200 bar, is ascertained by the diagnostic
tester.
CRS - Diagnosis - Idling speed comparison

Using the idling speed comparison test, the injectors can be checked for their correct functioning and states. It
involves an injector test based on software technology. For deactivated smooth running control, the specific idling speeds
are specified for the individual cylinders.
Note:
Idling speed comparison
The smooth running control does not balance the power differences between
the individual cylinders any more (e.g. compression, injector throughput).
Cylinder 1: 820 rpm
A possible "vibration-free engine running" is aimed at / set. Cylinder 2: 790 rpm
For the corresponding engine speed differences of the individual cylinders, Cylinder 3: 810 rpm
please refer to the valid ESI[tronic] SIS manual. Cylinder 4: 780 rpm
Related topics: Example
Low RPM:
- The cylinder receives less fuel quantity

- Too low compression on this cylinder (e.g. on piston ring, incorrect valve clearance)
- Injector has leakage (e.g. injector leaky from inside, nozzle needle "jammed", nozzle holes are "clogged")
Higher RPM:
- The cylinder receives more fuel quantity

- Increased compression on this cylinder (additional power)
- Injector has leakage (e.g. injector leaky, drips continuously, nozzle washed out)
CRS - Diagnosis - Fuel Balance Control

Using the fuel quantity comparison test, the injectors can be checked for their correct functioning and states. It
involves an injector test based on software technology. For activated smooth running control, the specific correction
fuel quantities are specified for the individual cylinders.
Note:
The smooth running control balances the power differences between
the individual cylinders (e.g. compression, injector capacity).
A possible "vibration-free engine running" is aimed at / set.
The correction fuel quantity of the individual cylinder can be changed
from +5.00 mm3/H to -5.00 mm3/H.
Related topics:
Fuel quantity addition (up to +5.00 mm3/H):
- Too low compression on this cylinder (power loss)

- Injector is contaminated (e.g. nozzle needle "jammed", nozzle holes are "clogged")
Fuel quantity reduction (up to -5.00 mm3/H):
- Very high increase in compression on this cylinder (e.g. deposits on the piston, incorrect
outlet valve clearance)
- Injector has leakage (e.g. injector leaky, drips continuously, nozzle washed out, solenoid valve
defective)
CRS - Diagnosis - Injector fuel quantity adjustment

Functional description of the injector fuel quantity adjustment (IMA)
In order to improve the high precision of the injection system, new functions such as IMA are used for Common Rail
(CR). The injector fuel quantity adjustment is a software function to improve the accuracy of quantity metering. For the
injector fuel quantity adjustment, a multitude of measurement data is collected for each injector during its manufacture
and this data is provided in the form of a data matrix code on the injector. These values are transferred to the engine
control unit during vehicle production. During the engine operation, these values are used to compensate deviations in
the metering and switching behaviour. At the end-of-line of the vehicle manufacturing, the EDC adjustment values of the
injectors installed and the allocation to the cylinders are programmed into the engine control unit via a EOL
programming (End Of Line). Even when the injectors are replaced (injector replacement) in the service station, the
adjustment values (plain text code) are newly entered into the engine control unit.
1 = electrical connection
2 = manufacturing data
3 = 7 digit code for service
Note!
7 digit code for exhaust emission standard EURO4
6 digit code for exhaust emission standard EURO3
Figure: BMW M47TU Injector fuel quantity adjustment
CRS - Diagnosis - Zero delivery calibration
1. What is meant by zero quantity calibration?

It ensures that a definite amount of pre-injection is
maintained after a running in period of 1500km.
2. When is this calibration required?
The ECU is not always ready after 1500km and
performs this adjustment continuously.
3. What happens technically ?
In the overrun phases between 2500 and 1500 rpm, a
small fuel quantity (approx. 1mm³) is injected. But the
injected quantity is only as much that the ECU
Injector CRS
detects a non-uniformity via the speed sensor. Using
Figure: BMW M47TU this, the actuating time of the cylinder at which the
ECU starts functioning is determined.
1 = electrical connection 4. What should be taken care of after replacing the
2 = manufacturing data
components?
3 = 7 digit code for service
Any adjustment values should be reset.
CRS - Diagnosis - Compression test

Using the compression test, the cylinders can be checked for their correct functioning and states. It involves an engine
compression test based on software technology. For deactivated injection, the specific engine speeds are specified for the
individual cylinders.
Note:
During the compression test, the start up of the engine is prevented
through software technology. A uniform compression pressure is
highly significant for an optimum, smooth running of the engine.
For the corresponding engine speed differences of the individual
cylinders, please refer to the valid ESI[tonic]-SIS manual.
Related topics:
Compression test
The cylinder gains more RPM:
- Too low compression on this cylinder (e.g. defective cylinder head gasket, piston rings, valves, … )
- Leakage on the injector
- Leakage on the glow plug
The cylinder obtains lesser RPM:
- Increased friction value on this cylinder (e.g. piston jamming, connecting rod bearing damage, insufficient
lubrication, …)
CRS - Diagnosis - Run-up test

Using the run-up test, the efficiency of individual cylinders for their correct functioning can be checked. Using this function,
through targeted cut-off of the cylinders in the presence of specified rail pressure, and injected fuel quantity, boost pressure
actuator and exhaust gas recirculation of the remaining cylinders, the required time needed to achieve a specific speed is
measured.
Prerequisites for performing the test:

- No error entries are stored in the engine control
- Engine has reached the operating temperature
- No loads are switched on (e.g. air conditioner, … )
- Vehicle with particulate filter; no particulate filter regeneration is initiated
During the test, the injection quantity is constant and the number of the
injections is exactly defined.
First measuring process:

Engine accelerates from the lower speed range to the higher speed range
All the injectors are active during this acceleration.
Second measuring process

Engine accelerates again, injector of the first cylinder gets cut-off, thereby, the
final speed is less and the measuring time long when compared with the first
measuring process. If there is no reduction in the final speed or extension of the
measuring time, the injector or the flow limiter is defective. Measuring process 2
is repeated on all the cylinders so that, a defect-free, working cylinder can be selected.
CRS - Diagnosis - High pressure test 1

Using the high pressure test, the delivery rate and the pressure build-up of the high pressure pump can be checked
for its correct functioning, and the internal and external seal tightness of the fuel high pressure system can be
checked. Using this function, by targeted actuation of the metering unit and pressure regulating valve, with a manually
set engine speed of approx. 3500 rpm, the maximum system pressure can be built up.
Prerequisites:
- Metering unit and pressure control valve are actuated

- Maximum system pressure is set / built up
- Raise the engine speed to approx. 3500 rpm manually
Evaluation:
If it is possible to build up the maximum system pressure, then it can

be concluded that the high pressure pump is functioning properly.
In the process, if no leakage (internal or external) is noticed, then it
can be concluded that the fuel high pressure system is defect-free.
If the maximum system pressure is not achieved; it can be due to the
the fuel supply system, a defective metering unit or it can be due to
an internal / external leakage.
High pressure test
CRS - Diagnosis - High pressure test 2

Using the high pressure test 2, the delivery rate and the pressure build-up of the high pressure pump can be checked for its
proper functioning and the internal and external seal tightness of the fuel high pressure system can be checked. With this
function, through targeted actuation of the metering unit and pressure control valve at 4 different engine speeds, the ‘required
time’ is measured; this is the time needed by the pressure pump to build-up the maximum system pressure in the fuel-high
pressure loop.
Prerequisites for performing the test:
- No error entries are stored in the engine control

- Engine has reached the operating temperature
- No loads are switched on (e.g. air conditioner, … )
- Vehicle with particulate filter; no particulate filter regeneration is
initiated.
The high pressure test 2 is divided into 3 processes, such that; the efficiency
of the high pressure pump, the adjusting curve of the pressure control valve
and the function of the element cut-off valve (CP 1) can be tested at 5 different
speed ranges. In the 4 speed ranges, the capacity of the high pressure pump
ca be tested by increasing the rail pressure to its maximum value, and by the
subsequent, step-wise reduction of rail pressure, the adjusting curve of the
pressure control valve can be assessed. In the 5th speed range, the function High pressure test 2
of the element switch-off valve is checked.
CRS - Diagnosis - High pressure test 2 sequence

Test sequence: - Speed start-up
- Increase the setpoint pressure and measure the time required for pressure build-up
- Reduce the setpoint pressure and measure the time required for pressure reduction
- The whole process is carried out 4 times, under different speeds
- For the last speed, the test is repeated with injection cut-off during pressure reduction.
Special features: - Controlling via the engine ECU

- Assessment is done in the engine ECU
- Assessment is done in the diagnostic tester
- Default test parameters selectable through ECU or diagnostic tester
Defects that can be diagnosed:
Pressure build-up too slow, but pressure reduction is ok:

- Bad pumping efficiency
- Pump delivers only to one or two pistons
- Flow of measuring unit is too low
- Pre-delivery pump fetches very less quantity of fuel or very low
pressure
Pressure reduction very slow:

- Metering Unit (MEU) untight
- Pressure in the return line is too high
- Suction valve not ok
Pressure reduction too quick:

- High leakage on injectors or at pressure control valve (return fuel quantity)
- External leakage in the high pressure loop
- Leakage through high pressure pump
Service Training Centre

We offer seminars on the following range of topics:
- Automobile-Electricals/electronics
- Petrol injection
- Diesel injection
- Brake systems
- Mechanics
Multimedia training:
- Web Based Training
• Diesel Technology
• Petrol direct injection
• Active Brake safety systems
- eLearning Multimedia presentations for automotive technology
Training series:
- Bosch System technician
- Bosch Diesel technician
- Automobile service technician
- Certified automobile service advisor
Additional information on us can be found in the Internet:

http://rb-aa.bosch.com/diagnostics/de/start/index_flash.htm

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Diagnosis on Bosch CR systems

Implementation of training strategy in training material

Diagnosis on Bosch CR systems

Date : From ............... to .............

• CRS Fuel systems

• CRS High pressure pumps

• CRS Sensors and actuators

• CRS Customer service tools

• CRS Diagnosis and service

Rail pressure sensor

Rail pressure sensor

Tank Engine speed High pressure

Engine speed return line

CRS - Fuel system with CP 3 and Piezo injectors

Rail cylinder bank 2

300 to 1800 bar

High-pressure pump 10 bar

Temperature Piezo injectors

Bimetallic preheating valve

CRS - High-pressure pump CP 1 with element cut-off

1. What is the minimum pre-delivery

CRS - High-pressure pump CP 3 with metering unit

1. How is the pressure regulated in a CP3

CRS - High-pressure pump CP1H with metering unit

1. How is the pressure regulated in a

CRS - High-pressure pump CP4 with metering unit

First generation CRS injector

Second generation CRS injector

Actuation signal of the second generation CR injector

1. Name the different signals in the

CRS - Piezo injector - Structure and function 1

CRS - Piezo injector - Structure and function 2

1 = Piezo crystal under no-current state

Actuator module Coupler module Servo valve

CRS - Piezo injector - Servo valve

CRS - Diagnosis - Customer service tool 1

Return fuel quantity measuring instrument (0 986 612 950)

Replacement load for piezo injectors

CRS - Diagnosis - Return fuel quantity measurement

1. What is the maximum permissible return fuel quantity?

2. How do you proceed with the return fuel quantity

CRS – Diagnosis - Diesel-Set 2 (bleeding set)

Bleeding set for fuel systems with radial

Bosch order number:

CRS – Diagnosis - Diesel-Set 3 (high pressure case)

Pressure build-up testing device and RDS combi-test device

Bosch order number:

CRS – Diesel-Set 3 - Pressure build-up testing

The pressure sensor module is directly connected to the high pressure

When the starter motor is activated, the required quantity is collected

The overflow quantity flows into a collecting container

The pressure level attained is a measure for the pressure build-up

Digital pressure display

CRS – Diesel-Set 3 - RDS (rail pressure sensor) testing

KTS actual values of rail pressure

CRS – DRV (pressure control valve) actuating module

CRS - Diagnosis - Idling speed comparison

Related topics: Example

- The cylinder receives less fuel quantity

- The cylinder receives more fuel quantity

CRS - Diagnosis - Fuel Balance Control

Fuel quantity addition (up to +5.00 mm3/H):

- Too low compression on this cylinder (power loss)