Customer Product Specification 26200001

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Storage, Assembly and Test Specification for TATA

Motors DICOR Applications

NAME SIGNATURE
Author Helene DELVALLE Has signed

Approver Christophe GARNIER Has signed

Application team leader Matthew NORRIS

Customer product engineer Stephane CHAUVET

Pump leader Ghislain HARDOUIN

Customer product engineer Vincent VJ JOUVENCEL

Responsable rail/ tubes Bruno BE ETIENNE

Project : PC0745 ; Sub Project : 00 ( System )

PC2823 ;
PG4262
Product : 81
Client : Product Reference: Common rail system
LSN : ----;---
Keywords : USERGUIDE
File : CommonRail\CRailCON.nsf\General view of the CR system\Other\26200001

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HISTORY OF THE DOCUMENT

Edition Date Nature of the modification Author Approved by

1.0 21/02/2006 CREATION and § 5.8.3 modification of engine Helene Christophe
test fuel requirements DELVALLE GARNIER

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CONTENTS
1. PURPOSE........................................................................................................................................................................................ 4
2. SCOPE ............................................................................................................................................................................................. 4
3. DEFINITIONS ................................................................................................................................................................................ 4
4. REFERENCES................................................................................................................................................................................ 5
5. COMMON RAIL SYSTEM IN ENGINE PLANTS .................................................................................................................... 5
6. COMMON RAIL SYSTEM IN VEHICLE PLANTS ............................................................................................................... 11

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1. PURPOSE
This specification is part of TATA Motors/supplier documentation and its purpose is to define between
Delphi Diesel Systems and TATA Motors, for the DELPHI Common Rail system, the conditions for the
following operations, which are under TATA Motors responsibility:
· Storage at TATA Motors engine and vehicle plants.
· Handling and preparation before assembly on engine (or vehicle).
· Assembly on engine.
· Engine test.
· Assembly of the C.R. equipped engine on vehicle.
· Vehicle test.
· Engine rework at TATA Motors engine and vehicle plants

2. SCOPE

System: Common Rail

TATA Motors:
Engine: 1.4, 2.2 and 3.0 litre DICOR
Engine assembly plants: Pune
Vehicles: TATA Indica family, Safari and their variants
Vehicle plants: Pune
HP Pump: DFP 1
ECU: DCM 3.1 and 3.2
Injectors: DFI 1.3
Rail: DFR 2
NB:
Main scope of the specification is passenger car business (plant A engine---> plant B engine & ECU added
to vehicle).
In any other cases (as medium duty business) the following sections 5.3.1, 5.4.1 and 6.2.3 are affected
and will need specific discussions and joint agreement during project development.

3. DEFINITIONS
- Product: Finished product delivered by Delphi to TATA Motors (HP pumps, assembled rail, injectors,
ECU).
- Component: Subpart of a product delivered by Delphi.
- DDS : Delphi Diesel System.
- LP circuit: Low pressure circuit of diesel (Pump supply circuit, injector back leak, pump back leak,
venturi, Filter).
- HP circuit: High-pressure circuit of diesel (HP pipes, rail, injectors and HP pump).
- HPV: High-pressure valve.
- IMV : Inlet metering valve.
-ECU: Electronic Control Unit.
-VIN : Vehicle Identification Number
-CSE : TATA Motors Support Engineer

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-CPS : TATA Motors Product Specification

-SI&C team : System Integration and Calibration

4. REFERENCES
- US FS 209 E: Federal standard airborne particulate, cleanliness classes in clean rooms and clean zones.
- NFX 44-101 : "Définition et classification de la propreté particulaire de l'air et d'autres gaz".
- ECU (Electronic Control Unit) Handling precautions: Delphi document: R6580062.
- DDS Cleanliness requirements: Delphi document: 413 000 52.
-ISO 4406 standard: cleanliness class of fluids.
-ISO 12156-1 standard: Diesel fuel. Assessment of lubricity using the high-frequency reciprocating rig
(HFRR).

5. COMMON RAIL SYSTEM IN ENGINE PLANTS

Any deviation from the rules defined in the present document will be subjected to TATA Motors and
DDS mutual agreement, through a concession request if it is a provisional situation, and through an
engineering change request (E.C.R.), if this specification has to be updated. In both cases, this has to
be approved by TATA Motors Quality team and DDS Quality team.
Each process modification, with an impact on the process FMEA hypotheses, will request a joint
FMEA review between TATA Motors / Delphi Diesel Systems.

5.1. FIE ASSEMBLY ON ENGINE

5.1.1 Storage conditions

Store all C.R. products, in their closed original packaging (all protection caps fitted), in an environment
which respects the following conditions:

- No direct exposure to water (rain), or any chemical product.

- Temperature: -30°C to +60°C.
- Humidity: 0 to 90 %.
- The electromagnetic components of the injector, the IMV and the HPV are sensitive to any source of
magnetic field. Any source larger than 400 A/m is prohibited, in both storage and assembly phases (electric
screwdrivers, conveyer electric engines, electromagnet.).

5.1.2 Storage duration

- Respect the stock turn over (FIFO method: first in, first out).
- 6 months maximum, from DDS manufacturing date.
- After this time period, the part will be checked before using in DDS product plant at TATA Motors cost
:
HP Pump and Injectors: functional check on electrical bench
Filter, rail, priming pump, fuel heater: control of caps presence;
E.C.U.: check connectors and pins (no oxidation, no contamination)

5.1.3 Storage on Assembly Line

Parts stored near engine assembly line must be protected against any dust and contamination.

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Caps removal not allowed on line border.

5.2. FIE ASSEMBLY ON ENGINE

5.2.1 General precautions

- All assembly facilities (ie electric screw drivers, electric motors…) should respect the specified
magnetic field: 400 A/m maximum
- Respect, for all screws tightened at TATA Motors manufacturing plants, the assembly torque specified
on outline drawing : all tools must be identify, certify and follow by a control plan.
- No dismantling of any FIE components in the engines/vehicle plants is allowed.
- If any component is disassembled from DDS products, or if DDS products are tested in inappropriate
ways, they must not be used and must be rejected (red box & reject label attached).
- If a varnish, paint or other environmental protection is used on engine, all connections (electrical and
hydraulic) must be in place and all labels must be protected before procedure commences.
- Delphi forbids the use of high-pressure wash on the system fitted on engine.

5.2.2 Shocked/dropped components

- Do not use components dropped/ excessively shocked, even without any apparent outer damage.
- A dropped/shocked component must be rejected (red box & reject label attached) and not reused.

5.2.3 Electrical connections

- Do not exceed more than 5 connections / disconnections of the electrical connectors of sensors, injectors
and actuators (Including all operations done in engine and vehicle plants).
- Do not excessively stress wires by pushing or pulling. The product CPS specifies the maximum
allowable force on connectors and wires.

5.2.4 Cleanliness
- The target is to keep the cleanliness of products delivered by Delphi at their specified cleanliness level,
until the final connection of the various inlets/outlets of the CR system elements.
- TATA Motors will have the responsibility to ensure that the HP Pipes supplier will meet the DELPHI
cleanliness specification.
- The hydraulic HP connection must be done in a clean environment and according to assembly process
so that cleanliness level class1 of the products according to specification 413 000 52 will be guaranteed after
assembly.
- The assembly tools which are used for the elements of the system must not have any surface treatments
which could potentially create particles (use of plated tools is forbidden…).
- The protection caps on the injectors, HP pump outlet, rail inlet & outlets, HP pipes, must only be
removed inside the clean room, just before the assembly operation.
- At the end of the engine assembly line, the pump inlet protection cap presence will be checked.
- From the unpacking to fuel connection in body plant, the pump inlet protection cap presence is required.
- Clean room: The filtration of air has to follow the following features at full capacity production:
- Temperature 22°C+/-2°C for European & North-American countries, 25°C+/-2°C for Asian, South-
American & African countries
- Humidity 55%+/-5°C
- Over Pressure 20 Pascal

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- Rate for air mixing 20 volume/h min.

- Cleanliness ISO class 8 (Class 100 000 IAW US FS 209D)

5.2.5 Handling
- Any component movement or assembly operation, even temporary, must be located in areas designed
for that purpose, to avoid any constraint or shock which could degrade the product.
- The pump handling will be made exclusively through the pump housing. Handling via any external
components (leak off hose, venturi, connectors, sensors, actuators) is strictly forbidden.
- The rail handling will be done via the large metallic rail body. Handling via any external components
(connectors, sensor) is strictly forbidden.
- The injector handling will be done via the Nozzle Holder Body. Handling via nozzle and protection caps
is forbidden.

5.2.6 System assembly sequence

The elements of the Common Rail system have to be assembled on the engine with a sequence agreed
between DDS and TATA Motors, in order to minimize the flexion stress in the HP pipes and injectors.
The agreed sequence must be made into procedures which are then prominently displayed on each
assembly line station.

5.3. INJECTOR SPECIFICITIES

5.3.1 Dot matrix

- All information of the injector dot matrix code, which incorporates each injector specific individual
reference and characteristic, must be read and recorded against each engine in the engine plant
(injector/engine traceability).
- In production, the engine information management system will be defined in order to make impossible
any mistake (permutation between cylinders, wrong injector reference…).
- All dot matrix information will be read and printed on a label which will be stuck on the engine. This
label will then be read in vehicle plants and downloaded into the ECU (Electronic Control Unit).

5.3.2 Cylinder head / injector sealing washer

- The sealing washer must be placed on the cylinder head before assembly of the injector on engine.
- The washer must be flat and centred about the injector pocket using a tool if necessary.
- The presence of a single washer (and not 0 or 2) and the correct washer (if several thickness used) must
be checked during the assembly operation (Poke Yoke on clamp height).

5.3.3 Clamping
- During the clamping operation of the injectors on the cylinder head, care must be taken in order to not
generate shocks on the injector, or induced force on the back leak nipples.
- The axial load on the injector generated via the clamping must respect values defined by Delphi Diesel
Systems on the outline drawing. Tightening torque must be applied with a torque wrench which is subject to
a control plan.
- The assembly process must ensure the correct angular position of the injector during tightening.

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- The maximum distance between the injector / clamp contact point and the injector axis, stated on the
injector outline drawing, must be respected.

5.4. HP PUMP SPECIFICITIES

5.4.1 Assembly on engine

The assembly torque and screws implantation defined on the outline drawings must be respected.
Pump serial number must be recorded with engine serial number link with VIN.

5.4.2 Phasing
The pump phasing with the engine events must be ensured (drive shaft pin position / pulley), as specified on
the outline drawing.

5.4.3 Low Pressure circuit

Delphi Diesel Systems is responsible to deliver a pump with inlets/outlets in conformity with the outline
drawing, TATA Motors is responsible for fuel sealing functions and to ensure no air ingress into the system.

5.5. HIGH PRESSURE PIPES ASSEMBLY SPECIFICITIES

OPERATION TO BE DONE IN A CLEAN ROOM

5.5.1 Installation
- The elements of the Common Rail system, have to be assembled on the engine, with sequence as
described in $5.2.6, in order to minimise the induced stress in the HP pipes. TATA Motors is responsible for
optimizing the assembly sequence. This sequence is then to be agreed between DDS and TATA Motors.
- HP pipes and components protection caps must be removed at the last possible moment before the
installation of each HP pipe.
- In order to avoid generating any contamination during HP pipe assembly, the two HP pipes end forms
(nipples) must be in contact with the sealing cone of the components to be connected. The pipe nuts must
only be hand-tightened at this point (manual operation).

5.5.2 Tightening
Respect tightening torques defined on the outline drawing with tools which are under a control plan.
Respect tightening order and display it on workstation.

5.5.3 Rework
- The disconnection of a HP pipe must be considered as a rework and managed as such (cf. rework
chapter).
- HP pipes must not be re-used.
- Common rail components must not remain uncapped : fit a new pipe or protection cap.

5.6. REWORKS
- Any operation which is not included in the frame defined here above must be considered as a rework
operation and managed as such. In particular, the HP pipe dismantling requires the use of the same tooling
and procedure as defined for the after market.

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- Rework operations must be perform in dedicated area by trained people (training program and tooling
defined by DDS)
- The cleanliness aspect is particularly important. In consequence, between two rework operations, even
of short duration, it is compulsory to close any inlet/outlet with a clean protection cap.
- Before HP pipes removal and re-assembly of new HP pipes, the HP interface (on injectors, rail, and
pump) must be vacuum cleaned using the tool as defined for service.

5.7. DEFECTIVE COMPONENTS

- As much as possible, keep components full of the test fuel for investigation (This requirement will be
decided by the DDS CSE). Parts should be capped with clean caps immediately after dismantling.
- Storage conditions for removed components are identical to new components and the time before
shipping to Delphi should not exceed one week, to ensure a good analysis.
- Information about the noted issue, must be recorded and sent with the suspected part as per CSE
requirements.

5.8. ENGINE TEST ON TEST BENCH

5.8.1 Scope
- Delphi following requirements to be apply to :
o Bench Test – System test with rotation and pressure but no engine combustion “cold test benches”
o Hot Test - Engine test with combustions (with or without engine load)
- End of line tests for serial and pre-serial production, Engineering tests, Quality (conformity of
production) tests are also concerned by these requirements.
- .
5.8.2 CR engine test conditions
- Engine bench environment must be compliant with Delphi / TRW or Delco specification (Delphi
harness specification R6580062). The change frequency of the harness should be determined by testing.
A visual check must be carried out at regular pre-determined intervals (to ensure no deterioration of
connections), during pre-production and 1st month of production. This information must then be used to
determine the check and change frequency during regular production. These operations must be
followed by a control plan.
- Before beginning the test, ensure that the system is correctly connected, both electrically (supply,
sensors and actuators connection) and hydraulically (fuel available at pump inlet, no air ingress, no inlet
/ outlet inverted). If a sensor and / or actuator fault is present at system key-on, the test cell must not
permit the engine to be cranked.
- Clear pipes should be used on all fuel connections to allow observation of air ingress into system
- The test cell must ensure that the engine cannot be cranked if the ECU is not powered. (for example
electrically controlled through “ECU Key” pin by cell computer)
- Crank speed must not exceed 400 erpm.
- If a fault is detected during the Hot test (especially Rail Pressure sensor or IMV) disconnection or
intermittent contact, the engine test cycle must be stopped (information available from ECU diagnostic
software)
- The test cell fuel and electric connectors must not damage the CR component inlets and outlets. A visual
check must be carried out at regular pre-determined intervals (to ensure no deterioration of connections),
during pre-production and 1st month of production. This information must then be used to determine the

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check and change frequency during regular production. These operations must be followed by a control
plan.
- The fuel test cell adaptors must be stored in a clean fixture when they are not connected to the CR
components
- Avoid any fluid spraying on the system if all electrical or hydraulic connections are not totally
connected
- The pump inlet and return caps must be removed just before hydraulic connection on the bench. The
pump must be protected by clean caps after engine hot test and before engine delivery to vehicle
assembly plant
- The low pressure fuel system in the test cell must ensure the correct flow of fuel into the CR
components.
- Injector Individual characterisation values (I2C / I3C) must be entered into the test cell ECU before
commencing test. The test cell must not allow the engine to be cranked until these values are present.
- It is advised that following the engine start, a minimum of 5 seconds at idle is required to ensure the
system is stable.
- All changes to test cell, test cycle, etc, must be submitted to Delphi for agreement. (communication
managed by Delphi CSE).
- System and pump protection (for future durability) requires rail pressure control versus pump inlet
pressure (lubrication needs).
- During the first start, the pump protection must be ensured : 80% of the body pump pressure must be
raised before rail pressure for cranking is reached (software solution : IMV delay strategy defined by Delphi
Diesel Systems SI&C team). The test cell must not allow the engine to immediately start the engine without
this ‘dead crank’ phase.
- Protective caps must only be removed for engine testing at the last possible moment. (less than 5
seconds between removing cap and making hydraulic connection)
- After test, ensure that all exposed hydraulic connections are protected with clean caps.
- Specific calibration/software for bench test to be jointly defined with Delphi Diesel Systems SI&C team

During the engine starting and running, the personnel have to be protected against the risks of a
potential fuel leak at high pressure (DDS recommends to use protection cover & TATA Motors to
determine safety procedure).

5.8.3 Fuel requirements

- Use only standard EN590 type (or local equivalent) fuels for engine test purposes (cleanliness, viscosity,
composition, etc…)
- Zinc or copper are not allowed in any part of the fuel low pressure system and all along the fuel supply
chain from fuel manufacturer to engine factory tank
- DDS recommends the use of an industrial type fuel filter capable of working with a positive pressure
(e.g. Pall) This filter must ensure fuel cleanliness class of code ISO 14/8 according to ISO 4406 standard.
- Alternatively, a vehicle fit filter (and sedimenter) may be used, but a strict change interval must be
adhered to ensure fuel cleanliness. The change interval is to be defined between DDS and TATA Motors for
each application.
- The fuel used in engine test cell shall have a HFRR scar dia @ 60°C guaranteed below 400µm (lubricity
property), the others fuel criteria shall comply the standard EN 590 or equivalent.

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NOTE: To ensure the above condition (HFRR below 400 microns), the fuel used to start and run the
engine in the engine test cell shall be mixed with a lubricity improver (eg: Infineum R631 or R655 at
1000ppm treatment rate).
- Additive product and rate must allow TATA Motors fuel + additive mix to reach 650 bars for pressure
scuffing value according to test procedure defined into the graph below
Stucked roller test
Min acceptable limit for first
scuffing = 650b
SpeedFiltered TorqueFiltered PressFiltered
TopFiltered

prpm Nm kbar unit

800 50 1.50 1

720 45 1.35

640 40 Pump speed: 1.20

560 35 100 rpm et 600 1.05

480 30 rpm 0.90

400 25 0.75

320 20 0.60

240 15 0.45

160 10 0.30

80 5 0.15

0 0 0.00 0
0.0 22.2 44.4 66.7 88.9 111.1 133.3 155.6 177.8 200.0

2nd scuffing which is the

Running in & breaking pump point
Pressure ramp up First
time of
10bars /s
stabilisation scuffing
Time scale

NOTE: TATA Motors is required to supply 10 litres of representative fuel (to be used in hot test or vehicle
first fill if engines are not hot tested) to enable DDS to test for pressure scuffing value.

6. COMMON RAIL SYSTEM IN VEHICLE PLANTS

6.1. STORAGE & ENGINE LOGISTICS IN THE VEHICLE PLANT

The storage of the engine, must respect the conditions specified in §5.1.1.

6.2. ELEMENTS ASSEMBLY IN VEHICLE PLANTS

6.2.1 General recommendations

- Forbid any fluid spraying on the system if all electrical and/or hydraulic connections are not fully
connected.
- Before beginning the test, ensure that the system is correctly connected, both electrically (supply,
sensors and actuators connection) and hydraulically (fuel available at pump inlet, no air ingress, no inlet
/ outlet inverted)

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During the engine starting and running, the personnel have to be protected against the risks of a
potential fuel leak at high pressure. DDS recommends either to close the bonnet or to use a screen if
the bonnet is opened or not to allow personnel to stand in the trajectory of fuel spray. (TATA Motors
to determine safety procedure)

6.2.2 Filter assembly specificities

- Assemble the filter on the vehicle chassis before inlet/outlet connections are made.
- Ensure inlets and outlets of low pressure components are correctly connected.
- The vacuum pump used at the end of line for priming fuel process from the tank to the HP Pump inlet
(through filter) must respect the cleanliness of the CR system.

6.2.3 ECU specificy

- See DDS spec R6580062 (Harness recommendations)
- Ensure that the ECU is correctly fitted to vehicle and secured.

6.3. VEHICLE TESTS

6.3.1 Fuel requirements

- Use only standard EN590 type (or equivalent) fuels for engine test purposes (cleanliness, viscosity,
composition, etc…)
- The fuel used at first filling in vehicle tank shall have a HFRR scar dia @ 60°C guaranteed below
400µm (lubricity level).
- The others fuel criteria shall comply the standard EN 590 or equivalent.
Notice: If the oil supplier can’t deliver fuel complying with above requirement, the addition of a
lubricity improver in vehicle fuel tank is suggested.
- To protect the HP pump during the first minutes of running, the fuel hydrodynamic film robustness at
high pressure has to be increased by fuel additive (Infineum, Total PC 32, Lubrizol, …).
- Additive product and rate must allow TATA Motors fuel + additive mix to reach 650 bars for
pressure scuffing value according to test procedure defined into the graph below

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Stucked roller test

Min acceptable limit for first
scuffing = 650b
SpeedFiltered TorqueFiltered PressFiltered
TopFiltered

prpm Nm kbar unit

800 50 1.50 1

720 45 1.35

640 40 Pump speed: 1.20

560 35 100 rpm et 600 1.05

480 30 rpm 0.90

400 25 0.75

320 20 0.60

240 15 0.45

160 10 0.30

80 5 0.15

0 0 0.00 0
0.0 22.2 44.4 66.7 88.9 111.1 133.3 155.6 177.8 200.0

2nd scuffing which is the

Running in & breaking pump point
Pressure ramp up First
time of
10bars /s
stabilisation scuffing
Time scale

- The vacuum pump used for priming fuel process from the tank to the HP Pump inlet (through filter)
must respect the cleanliness of the CR system.

6.3.2 Priming operation

- During the operation of low-pressure circuit priming, the process in place will be such as there is no
unfiltered fuel, which goes back up from the filter and penetrates into the pump by the low-pressure
outlet connection.
- Protective caps fitted to vehicle plant priming system must only be removed at the last possible moment.
(less than 5 seconds between removing cap and making hydraulic connection)
- The end of line fuel priming process from the tank to the HP Pump inlet (through filter) must maintain
the cleanliness of the CR system. This must be followed by a control plan to ensure cleanliness is
maintained
- The priming tool and operating procedures must guarantee that the Low Pressure Circuit between
vehicle tank and pump inlet is fully filled-in with fuel and air-free.
- All changes (test cycle, fuel circuit, priming device, …) must be submitted to Delphi for agreement
(communication managed by Delphi CSE).

6.3.3 Cranking & 1st start

- Injector Individual characterisation values must be entered into the vehicle ECU before commencing
test.
- System and pump protection (for future durability) requires rail pressure control versus pump inlet
pressure (lubrication needs).
- During the first start, the pump protection must ensure: 80% of the body pump pressure must be raised
before rail pressure for cranking is reached (software solution: IMV delay strategy define by Delphi Diesel
SI&C team).

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- Starting end of line time will be affected.

- It is advised that following the engine start, a minimum of 5 seconds at idle is required to ensure the
system is stable.

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whether or not transciently or incidentally for some other use of this publication) without the written permission of Delphi."