Peugeot Common Rail High Pressure pump

Hi,

Can any one lead me to some information about the Common Rail High Pressure
on the DW10 2,0 HDI engine.

I need some detailed information about the unit.

TIH

 

From my Haynes Manual:

Pump type: Bosch CP1
Rotation: Clockwise viewed from sprocket end.
Pressure: 200 - 1350 bar (according to engine speed)

"The high pressure pump is mounted on the engine in the position normally
occupied by the conventional distributor fuel injection pump. The pump is
driven at half engine speed by the timing belt and is lubricated by the fuel
which it pumps.

The fuel lift pump forces the fuel into the high pressure pump chamber, via
a safety valve.

The high pressure pump consists of three radially mounted pistons and
cylinders. The pistons are operated by an eccentric cam mounted on the
pump drive spindle. As a piston moves down, fuel enters the cylinder
through an inlet valve. When the piston reaches bottom dead centre (BDC),
the inlet valve closes, and as the piston moves back up the cylinder, the
fuel is compressed. When the pressure in the cylinder reaches the pressure
in the accumulator rail, an outlet valve opens, and fuel is forced into the
accumulator rail. When the piston reaches top dead centre (TDC), the
outlet valve closes, due to the pressure drop, and the pumping cycle is
repeated. The use of multiple cylinders provides a steady flow of fuel,
minimising pulses and pressure fluctuations.

As the pump needs to be able to supply sufficient fuel under full load
conditions, it will supply excess fuel during idle and part load conditions.
This excess fuel is returned from the high pressure circuit to the low
pressure circuit (to the tank) via the pressure control valve.

The pump incorporates a facility to effectively switch off one of the
cylinders to improve efficiency and reduce fuel consumption when maximum
pumping capacity is not required. When this facility is operated, a
solenoid operated needle holds the inlet valve in the relevant cylinder open
during the delivery stroke, preventing the fuel from being compressed."


They also stress the dangers of working with a high pressure fuel system and
state that, due to the very close tolerances involved in manufacture, no
attempt should be made to dismantle the pump. They also point out that no
individual parts are available, only a complete replacement pump.

Hope this helps.

 

Hi,

Pretty true, but I wanna add some info :
Engine control unit : Bosch EDC-15 ;
The third piston on the hi-pressure pump can be electrically deactivated,
true, first when it's on partial or low load (i.e idle, hence the low
pressure (BTW I've heard of 600 bars instead of 200, but not sure), *but*
the third piston is deactivated when the fuel temperature in rail reaches
70°C (158°F).
The high pressure pump takes its power from the engine, we all agree about
that. The power required is about 9kW (12HP), IIRC.

 

Hi,

Thanks for the information!

My 406 HDI has some starting problems.

About 2 weeks ago it refused to start (but turned the starter motor ok), I
changed the glow plugs, diesel filer, cleaned all electrical connectors in
the engine bay, check all fuses, replaced the pressure regulator on the
back of the pump, cleaned the valve on top of the pump, checked the return
valve on the supply to the high pressure pump, checked the fuel supply from
the lift pump and cleaned the connector on top of it, checked the fuel flow
from the high pressure pump to the rail.

I still have the same problem!!!!!!!!!!!!.

Normally when I want to start the car with a cold engine, I just turn the
key and the car starts after 2-3 seconds, but now the car needs a lot
longer time before it fires, about 5-6 seconds with the starter running,
sometimes the car will not start at all.

But the weird thing is, when the engine then starts it runs normally,
responds to the accelerator normally.

I though about replacing the pressure sensor on the rail, or event the 3rd
valve on top of the pump.

Will this help?

What can I do to solve my problem?, where can the problem bee?

TIH

 

and high temp can be reached when the scavenge pump is going down

 

hmmm
had this prob before
check the earths to the engine
also check the earth to the camshaft sensor
had a bad earth to this once
and it gave this symptom

 

Hi,

"and high temp can be reached when the scavenge pump is going down"

What do yoy meen?

TIH

 

if the scavenge pump (in the fuel tank)
is losing pressure then the main injection pump works harder to get the fuel
moving through
more strain means increasede line pressure which pushes the fuel temp up

 

ok,

What should i do, then?

TIH

 

pressure from scavenge pump should be minimum of 2 to 2.5 bars
check this if possible
also check earth to camshaft sensor
(sure i posted this earlier,if not here then someone somewhere is scratching
their head)

 

Hi Again,

Could it be the valve clearances that need to be adjusted?

Will incorrect adjustment give start problems?

The 2,0 HDI has now covered 200.000 KM, without any other problems.

TIH

 

Hydraulic tappets.

 

Hi,

I checked again, and the fuel lift pump delivers a very constant flow of
fuel to the high pressure pump. I check the ground connections to the ECU
and the engine, and found no problems. I verified the adjusted the camshaft
sensor, and found nothing wrong.

I checked the flow of fuel from the high pressure pump to the Rail it self,
by unmounting the pipe from the rail. The flow of fuel from high pressure
pump was constant, but significant slower then the flow from the lift pumps.

Is that correct? Or do I have an indicator that something is wrong with my
pressure pump?

How does the pressure sensor on the rail and the pressure regulator on the
high pressure pump work together? Has anybody had problems with these to
sensors?

I need some advice, to continue my troubleshooting.

TIH

 

the pressure regulator is simply that a pressure regulator
its is controlled by the ecu