Simens Pump ibjectorDOC-20170202-WA0011 [PDF]

Zitiervorschau

VDO Diesel Diesel Repair Service Partner Training

Confidential

System overview - Pump

Confidential

Safety

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System overview

Piezo Common Rail (PCR) total system 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Schematic representation Total system

17 18 19 20 21 22 23 24 25 26

Air filters Mass air flow meter with manifold air temperature sensor Turbocharger Catalytic converter Pressure regulating valve (wastegate) Accelerator pedal Accelerator pedal sensor Cylinders Code Coolant temperature sensor Crankshaft sensor C1 Cylinder 1 cyl 0 High pressure sensor C2 Cylinder 2 cyl 3 Engine control unit (ECU) C3 Cylinder 3 cyl 1 Tank transducer C4 Cylinder 4 cyl 2 Fuel tank Hand pump Ignition sequence: C1-C3-C4-C2 Fuel filter Diesel Common Rail Pump (DCP) a High Pressure Pump (HPP) b Pessure Control Valve (PCV) c Internal Transfer Pump (ITP) d Volumetric Control Valve (VCV) Pre-glow relay Fuel temperature sensor Rail Injector Camshaft sensor Vacuum pump Exhaust return valve Pressure contol valve (EPW) for exhaust recirculation Throttle valve Pressure control valve (EPW) for throttle valve

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System overview – HP components Components available in IAM* Diesel Common Rail Pump (DCP) Internal Transfer Pump (ITP) High Presseure Pump (HPP) Volume Control Valve (VCV) Pressure Control Valve (PCV) Injector Rail – High Pressure Storage High Pressure Sensor High pressure lines between DCP and Rail High pressure pipes between Rail and Injectors * - depend on the system. For further information see Diesel Handout.

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System overview – DCP

Internal Transfer Pump (ITP) Volumetric Control Valve (VCV) High pressure pump element (Displacement unit) Pressure Control Valve (PCV)

c

a

b

Cutaway view of DCP

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aa Fuel feed bb High-pressure connection cc Fuel return

System overview – DCP

System components 5 1

2

b 4

7

a

c 3 3

6

Internal Transfer Pump (ITP) Volumetric Control Valve (VCV) High pressure pump element Pressure Control Valve (PCV) Admission pressure control valve Flush valve Edge filter a Fuel feed b High-pressure connection c Fuel return

3 DCP function chart

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System overview – DCP

System fuel flow 5 1

2

b 4

7

a

c 3 3

6

3

The diesel fuel is drawn from the tank through a fuel filter by means of an integrated internal transfer pump ITP (1). The fuel is then conveyed to the flush valve (6) and to the volumetric control valve VCV (2). The pre-pressure control valve (5), which lies parallel to the fuel delivery pump, opens when the volumetric control valve (2) is closed and thus directs the fuel to the suction side of the fuel pump (1). The fuel reaches the inside of the pump via the flush valve (6) and from there to the fuel return (c).

DCP function chart

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System overview – DCP

System fuel flow 5 1

2

b 4

7

a

c 3 3

6

3 DCP function chart

The volumetric controlled valve governed by the engine control unit (ECU) determines the amount of fuel which will be delivered to the high pressure pump element (3) and therewith to the high pressure pump. The high pressure outlets of the three pump elements are combined and routed to the high pressure outlet (b) of the Diesel Common Rail Pump. The high pressure control valve (4), which governs the fuel amount to the high pressure outlet and therewith the fuel pressure in the rail, is placed between the high pressure channel and the return line.

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System overview – DCP

Creation of high pressure 2

Fuel suction:

2 3

a 4

b

3 1 4

Cutaway view of the high pressure elements

During the downwards motion of the piston (1) a vacuum in the pump cylinder is generated which opens the inlet valve (2) against the force exerted by the valve spring. The fuel (a), which is flowing from the volumetric control valve is sucked in. At the same time, the outlet valve (3) will be closed due to the pressure difference between the pump cylinder and the fuel pressure in the ring line.

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System overview – DCP

Creation of high pressure 2

Fuel delivery:

2 3

a 4

b

3 1 4

Cutaway view of the high pressure elements

The cam (4) presses the piston (1) upwards. The intake valve (2) is then closed through the force exerted by the valve spring and the pressure being built up in the pump cylinder. The outlet valve (3) opens if the pressure in the pump cylinder is greater than the fuel pressure in the ring line (b).

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System overview – DCP

Controlling of high pressure – VCV The volumetric control valve (VCV) regulates the delivery of fuel from the internal transfer pump (ITP), which is integrated into the diesel common rail pump (DCP), to the high pressure pump elements.

VCV marking (example)

The amount of fuel delivered by the high pressure pump can thereby already be adjusted to the requirements of the engine on the low pressure side of the system. The power consumption of the high pressure pump is reduced, improving the efficiency of the engine. The volumetric control valves is directly screwed to the diesel common rail pump (DCP).

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System overview – DCP

Controlling of high pressure – VCV

Cutaway view of VCV

Compression spring Jack Pistons

Solenoid Anchor

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System overview – DCP

Controlling of high pressure – VCV VCV not triggered: The piston closes the link between the two connections by means of the force generated by the spring, without utilising electrical current.

a a a

The fuel delivery to the high pressure pump is interrupted. VCV not triggered

a Fuel inlet from the internal transfer pump (ITP)

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System overview – DCP

Controlling of high pressure – VCV VCV triggered: The force exerted by the anchor is proportional to the electrical current and works against the force of the spring.

a a a

b

VCV triggered

a Fuel inlet from the inertnal transfer pump (ITP)

Thus, the opening between the two connections is proportional to the electrical current (proporttional directional control valve).

b Fuel amount to high pressure pump

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System overview – DCP

Controlling of high pressure – VCV Characteristics

Q

QVmax n = const.

0

Q I

I VCV characteristics

VCV pinning

Fuel volume flow Contol current

Ignition (KL.15) PWM signal (ECU)

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System overview – DCP

Controlling of high pressure – PCV The pressure control valve (PCV) governs the fuel pressure at the high pressure outlet of the diesel common rail pump (DCP) and thus also fuel pressure in the rail. In addition, the pressure control valve dampens the fluctuations in pressure, which occur during the delivery of fuel through the diesel common rail pump (DCP) and through the injection process. PCV marking (example)

The pressure control valve is triggered in such a manner by the engine control unit (ECU) that the optimal pressure exists in the rail for every operational condition of the engine. The pressure control valve is directly flanged to the diesel common rail pump (DCP).

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System overview – DCP

Controlling of high pressure – PCV Valve seat Valve float Pin Solenoid Anchor Spring

PCV cutaway view

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System overview – DCP

Controlling of high pressure – PCV PCV not triggered: The valve ball is only operated through the spring force.

b a

A smaller amount of the fuel pressure will thus be withheld.

b

PCV not triggered

a Fuel pressure at the DCP high pressure connection (= Fuel pressure in the rail) b

to the fuel return line

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System overview – DCP

Controlling of high pressure – PCV PCV triggered: The current flowing through the solenoid draws down the anchor which in turn transfers the magnetic force via the pin to the valve float

PCV triggered

The pull of the anchor and therewith the pressure on the valve ball is proportional to the valve flow (proportional pressure relief-valve)

aa Fuel pressure at the DCP high pressure connection (= Fuel pressure in the rail) b

to the fuel return line

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System overview – DCP

Controlling of high pressure – PCV Characteristics

p pmax

pmin 0

I

PCV characteristics

p I

Fuel pressure Control current

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PCV pinning

Ignition (KL.15) PWM signal (ECU)

System overview

Controlling of high pressure – HPS The High Pressure Sensor (HPS) measures the fuel pressure in the rail. The pressure on hand will be converted into an electric potential signal which will be evaluated by the engine control unit (ECU). In accordance with the recorded performance characteristics in the engine control unit, the pressure signal is used for the computation of the control period for the injectors and the high pressure regulation through the high pressure control valve (PCV).

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System overview

Controlling of high pressure – HPS Membrane EMC (Electro Magnetic Compatibility) - shielding EMA (Electronic Module Assembly) Cover Connection Connector housing

HPS cutaway view

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Contact spring Metal housing Metal flange Pressure connection

System overview

Controlling of high pressure – HPS

V p

HPS characteristics

HPS pinning

Voltage Fuel pressure

Output (signal) Ground wire Supply voltage

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System overview – DCP

Pump identification

a

Manufacturer number

b

PSA part number

c

d

Calender week

e

Number of the manufactured pumps in that calender week

f

Number of the final series control status

DCP characteristics (example)

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Year of manufacture T: U: V: W: X: Y: Z: G: H: I: J: K: L:

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Pump repair – Disassembly

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Pump repair – Preparation

Clean the high-pressure pump with the degreasing agent and draw off from the area at the same time. Clean the suction pump after use. Brush Suction pump Degreasing agent Cleaning bath Round adaptor for the suction pump

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Pump repair – Tools

Torque wrenches

• Torque wrenches

Pipe line socket wrench

High pressure pump shaft extractor

• Pipe line socket wrench e.g.. HAZET

• Extractor tool for pulling off the cam disk / shaft

no. 4550 (3/8"-drive) no. 4550-1 (1/2"-drive)

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catalogue number X39-800-200-008

Pump repair – Tools

Special tool pressure control valve

Special tool for the VCV

Torque wrench adapter

• Special tool pressure control valve

• Special tool for the volumetric control valve

• Torque wrench adapter

catalogue number X39-800-200-001

catalogue number X39-800-200-002

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catalogue number X39-800-300-003

Pump repair – Tools

Assembly jig (basic jig) (2) catalogue number X39-800-200-005

DCP support DW 10 TD (1) catalogue number X39-800-200-009

Assembly jig for high pressure pump (2) with DCP support (1)

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Pump repair – Disassembly

Step 1

Assembly jig

High pressure pump clamped

Mount the pump-specific support (1) on the assembly jig (2)

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Clamp the high pressure pump (3) to the assembly jig by screwing the thumscrews (4) into existing holes in the high pressure pump enclosure.

Pump repair – Disassembly

Step 2 – Remove the VCV Remove the volumetric control valve (7) with special tool (8). Manually unscrew the volumetric control valve (7) from the high pressure pump (3).

Remove the volumetric control valve

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Pump repair – Disassembly

Step 3 – Remove the PCV Remove the pressure control valve (5) with special tool (6). Manually unscrew the pressure control valve (5) from the high pressure pump (3).

Remove pressure control valve

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Pump repair – Disassembly

Step 4 – Remove fuel connections Loosen the fuel intake (9) hollow screw and remove it. Loosen fuel return line screw (10) and remove it. Loosen and detach the high pressure connection (11).

High-pressure pump connections

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Pump repair – Disassembly

Step 5 – Remove fuel connections Remove the panel which is placed behind the high pressure connection.

Panel behind high-pressure connector

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Pump repair – Disassembly

Step 6 – Remove the displacement units Loosen and remove the fastening screws (13) in first-displacement unit (A). Completely remove the displacement unit (A).

Displacement unit

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Pump repair – Disassembly

Remove displacement units (B) and (C) To remove the displacement units (B) and (C), swivel the assembly appliance by120 °.

Swiveled assembly appliance

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Pump repair – Disassembly

Step 7 – Remove the pump flange Tilt the high-pressure pump (3) in the assembly appliance (2) by 90° to the rear. Loosen and detach the high pressure pump flange (15) fastening screws (14). Carefully pull out the high pressure pump flange (15) toward the top.

Remove the flange seal.

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High pressure pump tilted

Pump repair – Disassembly

Step 8 – Remove the Internal Transfer Pump (ITP) Mark the assembly position of the internal transfer pump (16) with a water-soluble marker. Completely remove the internal transfer pump (16)(with ring, rotor and blades). Remove the cylinder disk / clutch disk.

Removing the internal transfer pump

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Pump repair – Disassembly

Step 9 – Remove the pump shaft / cam disk / eccentric Put on the extractor tool (17) for pulling off the cam disk. Screw the extractor (17) with the ring nut (18) to the shaft. Unscrew the extractor (17) thumbwheel (19) to the left. The shaft will be pulled out of the high pressure pump enclosure. Remove the eccentric.

cam

disk,

shaft

and

Extractor on shaft

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Pump repair – Measurements

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Pump repair – Measurements

Step 1 – Measure the pump shaft bearing Using the inside caliber, measure the bearing of the pump shaft. Nominal value: 20,011 mm tolerance: + 0,030 mm

Pump shaft bearing

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Pump repair – Measurements

Step 2 – Measure the eccentric Using the inside caliber, measure the bearing of the eccentric: Nominal value: 27,011 mm tolerance: + 0,030 mm

Eccentric bearing

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Pump repair – Measurements

Step 3 – Measure the cam disk bearing Using the inside caliber, measure the bearing of cam disk: Nominal value: 20,011 mm tolerance: + 0,030 mm

Cam disk bearing

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Pump repair – Measurements

Step 4 – Measure the pump shaft Perform a visual inspection threading on the shaft head

of

the

Measure the pump shaft on the mating surface to the flange bearing with a micrometer: Nominal value: 19,980 mm tolerance: - 0,013 mm

camshaft if the tolerance is exceeded.

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Measure the pump shaft bearing (front)

Pump repair – Measurements

Step 5 – Measure the pump shaft Measure the pump shaft on the mating surface to the housing bearing with a micrometer: Nominal value: 19,980 mm tolerance: - 0,013 mm

camshaft if the tolerance is exceeded.

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Measure the pump shaft bearing (rear)

Pump repair – Measurements

Step 6 – Measure the pump shaft Use a micrometer to measure the cames on the pump shaft: Nominal value: 26,980 mm tolerance: - 0,013 mm

camshaft if the tolerance is exceeded.

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Pump-shaft cam

Pump repair – Measurements

Step 7 – Measure the high pressure pump flange Check the internal transfer pump support-area on the high-pressure pumpflange for signs of wear.

Using the inside caliber, measure the bearing of the internal transfer pump: Nominal value: 20,011mm tolerance: + 0,030 mm Internal transfer pump bearing

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Pump repair – Assembly

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Pump repair – Assembly

Step 1 – Install eccentric / pump shaft Prepare tested or new eccentric (20), shaft (21) and cam disk (22). Insert the eccentric (20) and shaft (21).

Eccentric

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Pump repair – Assembly

Step 2 – Install cam disk Place the cam disk (22) on the shaft (21) and press into the pump enclosure. Align the cam disk (22).

Cam disk and shaft

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Pump repair – Assembly

Step 3 – Install Internal Transfer Pump (ITP) Insert the cylinder roller / tappet into the pump shaft. Insert and align the entire internal transfer pump (16) (ring, rotor, blade). Position a new flange seal.

Internal transfer pump reassembled

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Pump repair – Assembly

Step 4 – Install pump flange Get the checked or new high-pressure pump-flange ready. Set the high pressure pump flange (15) onto the high pressure pump enclosure (3).

High-pressure pump flange

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Pump repair – Assembly

Step 5 – Fix the pump flange Put on the high pressure pump flange fixation screws and tighten in the prescribed sequence. Torque: High pressure flange screw on high pressure pump housing: 10 Nm.

Flange screw tightening sequence

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Pump repair – Assembly

Step 6 – Install the displacement units Tilt the high-pressure pump (3) in the assembly appliance (2) to the front. Insert the displacement unit (A) into the high pressure pump (3), pull down in one motion, counter-hold and fixate with a fastening screw (13). Insert and ready the rest of the fastening screws (13). Tighten the fastening screws (13) using the prescribed torque. Torque: Screw the displacement unit to the high pressure pump: 14Nm.

Insert the displacement unit

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Pump repair – Assembly

Step 7 – Install the fuel connections Insert the fuel intake (9) using new seals, align and tighten using the special tool. Torque: Fuel intake hollow screw on high pressure pump: 16 Nm. Insert the fuel return line screw (10) and tighten. Torque: Fuel return line screw on high pressure pump: 14 Nm. Insert a new panel with washers into the high pressure connection (11). Tighten the high pressure pump connections

Insert and tighten the high pressure connection (11). Torque: High pressure connection to high pressure pump: 35 Nm.

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Pump repair – Assembly

Step 8 – Install the PCV Manually screw in the pressure control valve (5) into the high pressure pump (3). Tighten the pressure control valve (5) with special tool (6). Torque: Pressure control valve pressure pump: 28 Nm.

on

high

Tighten the pressure control valve

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Pump repair – Assembly

Step 9 – Install the VCV Manually screw in the volumetric control valve (7) into the high pressure pump (3). Tighten the volumetric valve (7) with special tool (8). Torque: Volumetric control valve on high pressure pump: 12 Nm.

Tighten the volumetric control valve

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Pump repair – Tests on bench

Step 10 – Check the pump on the test bench Inspect the mounted high pressure pump on the test stand (see external inspection specifications).

Fill in the repair form provided from VDO.

High pressure pump test stand

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Pump repair – Assembly

Step 11 – Close the pump connections After installation, all connections must be blocked with the plugs.

Close connections

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Pump repair – End of repair

Step 12 – Exchange the identification plate Locate the old identification and use a suitable tool to remove it. Clean the surface. Attach a new identification plate in the same position.

Your DRS No New identification number

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Pump repair – Documentation

Step 13 – Fulfill VDO documentation The Excel sheet is to be found on the Extranet in downloads section. English and German version are available.

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Pump repair – Tools and Parts

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Pump repair – Tools and Parts

Plug set

• Plug set

catalogue number X39-800-300-003Z

Pressure control valve repair kit

Volumetric control valve repair kit

• Pressure control valve repair kit

• Volumetric control valve repair kit

catalogue number X39-800-300-005Z

catalogue number X39-800-300-006Z

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Pump repair – Tools and Parts

• High pressure pump connection repair kit

catalogue number X39-800-300-002Z

High pressure pump connection repair kit

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Pump repair – Tools and Parts

High presssure pump flange seal set

• High pressure pump flange seal set

catalogue number X39-800-300-001Z

Displacement unit seal set

• Displacement unit seal set

catalogue number X39-800-300-004Z

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Internal transfer pump repair kit

• Internal transfer pump repair kit

catalogue number X39-800-300-010Z

Pump repair – Tools and Parts

Cam disk rpair kit

Displacement unit / eccentric repair kit

• Cam disk repair kit

• Displacement unit / eccentric repair kit

catalogue number X39-800-300-011Z

catalogue number X39-800-300-008Z

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High pressure flange repair kit

• High pressure flange repair kit

catalogue number X39-800-300-009Z

Pump repair – Tools and Parts • Degreasing agent • Injector protection socket • catalogue number X39-800-100-040 • Injector copper seal ring • catalogue number X11-800-002-001Z (Bag with 100 each) • Injector plastic seal ring • (Please purchase from vehicle manufacturer) • Clamp for return on injector (Leakage-Clip) • catalogue number X11-800-001-003Z( Bag with 100 each)

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System overview – Injector

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System overview 2 1 3

5

4

The Piezo injectors, which are connected to the rail, deliver the necessary amount of fuel into the combustion chamber for all engine operating conditions. The injected amount per stroke consists of a pre-injection amount and a main-injection amount (also post-injection for next generation systems). This separation effects a "soft" combustion operation.

6

Using the piezo actuators makes extremely short response times feasible. That means the injected fuel amount and the dosage can be extremely accurately controlled. Furthermore, excellent repeatability is ensured.

7 Injector

Piezo-actuator Electrical connection High pressure connection Fuel return Injector head Nozzle retaining nut Injector nozzle

The injectors are controlled by the engine control unit (ECU). Through the energy recovery facility with Piezo injectors, a substantially smaller triggering energy is required in comparison to previous systems.

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System overview 3

4

1

5 6

2

7 8 9

1 1

10

High pressure connection Fuel return Plug connector to engine control unit (ECU) Piezo actuator Lever Valve piston Valve mushroom Control piston Nozzle needle High pressure chamber Spray hole in the nozzle

11 Cutaway view of injector

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System overview

Injector not triggered The fuel, which comes from the rail under high pressure, reaches the control chamber (2) and the high pressure chamber (3) of the jet via the high pressure fuel feed (1). The bore to the fuel return line (5) is closed via the valve mushroom (4), which is actuated by a spring. The hydraulic force (F1), which will be exerted through the high pressure of the fuel on the nozzle, needle (6) in the control chamber (2), is greater than hydraulic force (F2) which is effected on the tip of the nozzle, since the surface of the control piston in the control chamber is greater than the surface of the tip of the nozzle. The nozzle of the injector is closed. Injector not triggered

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System overview

Injector triggered The piezo actuator (7) presses on the valve piston (8) and the valve mushroom (4) opens a hole that connects the control chamber (2) with the fuel return line. That causes a pressure drop on the control chamber and the hydraulic force (F2x), affecting the nozzle needle is larger than the force (F1x) on the control piston in the control chamber. The nozzle needle (6) moves upwards and the fuel reaches the combustion chamber via the 5 spray holes.

Injector triggered

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System overview

Injector triggered When the engine is no longer running, the valve, which connects the control chamber with the fuel return line and the injector nozzle is closed through the spring force. A small amount of fuel will be directed for lubrication purposes between the nozzle needle and the guide from the high pressure side directly into the return line.

Injector triggered

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System overview

Injector triggering characteristics Injection quantity between 1 mm3 (preinjection) and 80 mm3 (main injection) Charge time 0,15ms Injection time between 0,15ms and 4,5ms Discharge time 0,15ms

Injector triggering characteristics

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System overview

Injector triggering characteristics

Injector triggering characteristics

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System overview – components

Piezo actuator – piezo stack Consists of a stack of approx. 350 ceramic sheets Each sheet is 80 µm thick Manufacture/Grind precision of each sheet is 1µm

Untreated ceramic sheet Silver printed ceramic sheets Stacked ceramic sheets Sintered ceramic sheets

Structure of piezo stack

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After applying the control voltage, the actuator expands by up to 40 µm

System overview

Piezo actuator – drive unit Converts electrical hydraulic force

power

into

In operation occur acceleration forces of up to 1000G.

Drive unit structure Piezo stack, with contacts Piezo stack, mounted Piezo stack, mounted – lined with silicon Piezo stack, mounted – head plate Piezo stack, mounted – base plate

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To avoid tensile stress in the ceramic elements, the drive unit is mounted in a tube spring, which ensures constant pre loading of the stack

System overview

Piezo actuator – drive unit The actuator unit (1) is hermetically sealed from the fuel through a steel membrane (7). The tube spring with the integrated piezo stack creates the injector drive unit together with the external housing (2), the contacts (3) and the plug(4). In this manner, a temperature compensated drive module that is simultaneously protected from mechanical influences is formed together with the enclosure.

Injector head Actuator unit Housing Electrical contact Plug

Coupling nut O-ring Membrane

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System overview

Injector nozzle – fuel atomization in combustion chamber

1 1

Nozzle body High pressure sealing surface Needle guide High pressure bore High pressure chamber Nozzle shoulder Nozzle shaft Nozzle needle Spray hole diameter ~ 120 µm Needle seat Nozzle needle

Cutaway view of a nozzle

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Micro-blind hole nozzles

System overview

Injector – spray holes

Figure A shows a cylindrical spray hole with slight rounding off.

Figure B shows a conical spray hole with the same rounding off as in figure A. Here, a higher efficiency is already implemented through the greater conicity.

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Figure C shows a conical spray hole with a larger rounding than in figure B. Once again here, greater efficiency is implemented through the larger rounding off.

System overview

Injector – spray holes The micro-blind hole nozzles used in this system are an improvement on the orifice nozzles, a more uniform spray behaviour of the individual nozzle bores is ensured here at slight residual volumes. The spray holes are manufactured using an electroerosive process with which conical holes can be implemented. This is an especially decisive advantage at low injection quantities such as necessary during pre-and re-injections. When manufacturing the spray holes, a sharp-edged opening is created on the nozzle interior, which greatly influences the flow-through behaviour. For that reason, the nozzles are subsequently hydroerosively rounded off.

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System overview

Injector – jet image

Jet image development during injection

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System overview

Injector – electrical connection Injector activation (supply) Injector activation (ground)

Pinning injector

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System overview

Injector – example of injector identification

Injector characteristics (example)

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Injector repair

Confidential

Injector repair – Safety

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Injector repair – Preparation Please perform visual check in order to get the injectors separated. Injector with broken connection housing, rusty or injector with burned or overheated surface needs to sorted out and must not be repaired! Please identify the type of an injector and check the availability of the spare parts. Protect the injector’s connection with “Sealing clip X39-800-100-040”.

Sealing clip X39-800-100-040

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Injector repair – Preparation

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Injector repair – Preparation

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Injector repair – Preparation

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Injector repair – Preparation First inspection on the injector checks the circuit between the injector, the actuator and the body of the injector This can be measured using high voltage insulation tester: • Connect plug supplying high voltage (approx.300 V) to both actor pins. • Connect the ground pole to the injector body. • Measure the insulation resistance for at least 4 seconds. The measured value must be greater than 100 MΩ. The insulation resistance should be tested under “Clean Room” conditions thus temperature and moisture have very strong influence on the measured value.

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Injector repair – Preparation Piezo stack - resistance check: • Keep the temperature of the injector between 0 – 80°C. • Set the multimeter to measure resistance (Ω Ohms). • Place the probes, one to the left pin and the other to the right pin of the connector in turn. • Wait for at least 5 seconds for the Measurement to stabilize before reading. The resistance value must be between 160 kΩ – 220 kΩ. Please bear in mind that the used multimeter must fulfill following requirements: • Voltage 0 – 10V ± 0,1V • Current 0 – 400µA ± 0,4%

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Injector repair – Preparation Piezo stack - capacitance check. This can be measured using a handheld LCR meter (e.g. Agilent U1730C Series). In order to perform the test, please keep following requirements: : • Keep the temperature of the injector between 0 – 25°C. • Voltage 1V and Frequency 1kHz. • Stabilization time 15s. In case the injector fails one of the above mentioned tests, the injector’s actuator is faulty and the injector must not be reworked.

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Injector repair – Preparation Piezo stack - capacitance check. Injector type

The measured capacitance value must not be lower than

DV4 EU3

2,8µF

DV4 EU4

Still under development

DW10B

2,8µF

DW10U

2,8µF

Lynx

2,8µF

Lynx V227

2,8µF

K9K EU4

2,8µF

IESA NGD 3.0

2,8µF

Lion V6 Base

2,8µF

Lion V6 Upgrade

2,8µF

Lion V8

2,8µF

K9K EU5

Still under development

VW CR

Still under development

Puma

Still under development

DV6C

Still under development

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Injector repair – Preparation

Clean the injector in a ultrasonic cleaner: VDO recommend: • Cleaning fluid TICKOPUR TR 13 • Temperature of 80°C • Duration of 30 minutes Check spray pattern

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Injector repair – Preparation High pressure connection – tightness check Under no circumstances loose the high pressure connection during the disassembling of the injector from the car! Do not exchange the high pressure connection!

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Injector repair – Tools

Torque wrenches

Toggle press

catalogue number A2C59514000 Confidential 98

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Injector repair – Tools

CR Injector Repair Tool Kit “version A”

catalogue number A2C59514886 Confidential 99

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CR Injector Repair Tool Kit “version B”

catalogue number A2C59514001

Injector repair – Tool spare parts The pressure transfer adapter is available as spare part (always a kit of 2 pieces) and must be replaced once a quarter.

Letter D – A2C59513999 Letter E – A2C59514913 Letter F – A2C59506472

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Injector repair – Step 1 Check the CR Injector condition according to previous slides. If the CR Injector passed all tests and was cleaned accordingly so that there are no particles or dirt on the surface, identify the correct "Repair Kit“.

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Injector repair – Step 2 Mount the appropriate CR Injector holder and the Preload Device and select the suitable Pressure Transfer Adapter. Put the CR Injector into the holder and fix it with the clamp. Put the torque wrench on the nozzle retaining nut (Ø15) and close the toggle press clamp. Once closed the nozzle retaining nut can be released. ATTENTION! Please use appropriate Pressure Transfer Adapter for each injector type!

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29,70 mm

Injector repair – Step 3 After the nozzle retaining nut has been released the CR Injector can be taken out of the holder and carefully be opened.

ATTENTION! Once injector has been disassembled, both nozzle and nozzle retaining nut need to be replaced.

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Injector repair – Step 4 Carefully dismantle the nozzle from injector. The injector’s stop disk must not be disassembled therefore please hold it together with injector’s body.

ATTENTION! Do NOT touch the nozzle’s head!

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Injector repair – Step 5 Clean the repair parts (nozzle and nozzle retaining nut) in brake-cleaning fluid. Use compressed air to remove excess brakecleaning fluid residues.

In case the parts like spacer bolt (3), spiral spring (2), spacer washer (1) or stop disk with parallel pins (4), are fallen out of the injector, please proceed with brake-cleaning fluid and compressed air. The numbers shown on the picture show you the proper sequence for assembly.

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3

4

2

1

Injector repair – Step 6 Carefully put the nozzle on the stop disk.

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Injector repair – Step 7 Clean the injector’s thread with brake-cleaning fluid.

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Injector repair – Step 8 Use compressed air to remove dust and brake-cleaning fluid residues.

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Injector repair – Step 9 Slightly lubricate both nozzle nut’s thread and the contact surface between nozzle and nozzle nut before re-fitting and tighten of the nozzle nut.

ATTENTION! Do NOT use GREASE instead of OIL!

HINT! Oil with parameters like Molykote L-1346FG should be used.

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Injector repair – Step 10 Carefully put the nozzle nut on the nozzle. Put the CR Injector into the holder and fix it with the clamp. Gently tighten the nozzle’s nut with a hand.

ATTENTION! Do not rotate the injector’s nozzle! Never touch the nozzle’s assembling the injector !

head

during

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Injector repair – Step 11 Place the torque wrench on the nozzle retaining nut and close the toggle press clamp. Tighten the nut according to the specification shown below.

ATTENTION! Start measuring the rotation angle by 10Nm of initial torque.

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Injector repair – CR Injector Repair Kit “version B” Mount the appropriate CR Injector holder, the Preload Device and select the suitable Pressure Transfer Adapter. Put the CR Injector into the holder using the injector holder pad Put the torque wrench on the nozzle retaining nut (Ø15) and close the toggle press clamp. Once closed the nozzle retaining nut can be released

ATTENTION! Please use appropriate pressure transfer adapter for each injector type.

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Injector repair – CR Injector Repair Kit “version B”

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Injector repair – CR Injector Repair Kit “version B”

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Injector repair – Type Plate •

Attach new ID Plate as showed in picture

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Injector repair – Assembly data

System

Initial torque (Nm) 10

Rotation angle (deg) 104±5

Max torque value (Nm) 60±20

DW10BTED

10

104±5

60±20

DV6C TED4

10

104±5

60±20

K9K Euro 4

10

104±5

70±15

K9K Euro 5

10

104±5

60±20

Lynx

10

104±5

60±20

Lynx V227

10

104±5

60±20

VW Common Rail

10

104±5

60±20

DV4 (EU3 and EU4)

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Injector repair – Packaging injector Storage for a long period of time: Special VCI bags with water vapour permeability ≤ 0,01 g/m2•d (measured at 23°C / 85% ambient air humidity according to DIN 53122). Vacuum-sealed bags have a maximum storage period of one year. After this time we recommend retest and repackage as necessary. Order number for a coated bag X11-800-100-101 Original VDO Injector Box (order number A2C59507770) The QR-Code includes following data: [Part Number] Refurbished[Date of Repair] UseBefore[Use Before Date] [DRS Number] For example: A2C59511601 Refurbished28.07.2012 UseBefore27.07.2013 DRS 001/08

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Injector repair parts – packaging

Confidential

Injector repair – Repair parts Order Number A2C59513997 – DV4 EU3 A2C59513998 – DV4 EU4 A2C59514909 – DW10B all classes A2C59514910 – DW10U A2C59514911 – Lynx A2C59514912 – Lynx V227 A2C59506606 – K9K EU4 The delivery consists of 4 pieces single packed ATTENTION! Always keep the nozzles packed!

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Injector repair – Repair parts – Packaging

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Thank you! SIDIS MB

Confidential