is necessary to monitor the fuel pressure on a common rail cummins
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Is necessary to monitor the fuel pressure on a common rail cummins conduent conference interview

Is necessary to monitor the fuel pressure on a common rail cummins

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On electronic gauges, the sending unit will connect directly to the other end. For mechanical gauges, the other end will be connected to the isolator supplied in our mechanical gauge kits. A snubber dampens the fuel pressure spikes hydraulic hammering that is common on VP44 injection pumps. This can be installed on either end of your Vulcan Fuel Line depending on your configuration. Using a snubber will help with pressure spikes seen on the gauge as well as extending the life of your electronic sending unit.

For This is a picture of the opposite end when using a mechanical gauge:. Regardless of the gauge, here are some mounting options:. Single Gauge A-Pillar mount. Mounts to driver side A-pillar.

Can be mounted anywhere on dash. In-Dash Face Plate. Mounts in bezel storage compartment. Intended for mounting under dash. Skip to content.

Our Recommendations We thought you would never ask. Having trouble visualizing out how it all goes together? Keeping Dodge Cummins Batteries Alive. As author John Baxter says, after all, such knowledge does seem to make sitting at the coffee counter in a truck stop and conversing with other drivers more fun. Before , American engine makers unanimously used camshaft-driven fuel injectors. Common rail was not an entirely new concept—such systems had been used on early diesels used on ships.

But, unit injectors had taken over because of the high pressure they produce inside a solid metal body instead of a thin metal pipe. German engineers knew that the traditional injection forms were never going to cut it in the future, and they also knew that metallurgy—the science of making metals light and strong—had come a long way. They realized that a new injection system could solve the one inadequacy of unit injectors—their tendency to perform at best only at higher RPMs.

The plungers are driven downward by the camshaft driving rocker levers. This means that a certain amount of fuel flows into the engine for each, say, 3 degrees of crankshaft rotation, which fits with the original diesel idea of introducing fuel gradually as the piston descends.

These injectors can do amazing things, and at RPMs approaching the RPM governed speed for engines of that era, they can quickly produce pressures well over 30, PSI for pounds per square inch pressure.

The high pressure accelerates burning and minimizes soot production. Low soot is especially hard to achieve with high levels of EGR, so high injection pressures are an important goal of diesel designers. The problem is that a system like this loses a lot of its power when running the engine at low, fuel-efficient RPMs. Enter Common Rail. The rail was connected to the injectors in every cylinder. The ACRS injectors used a different plunger with two sections—a larger diameter upper section and a smaller-diameter lower section.

Fuel released at 13, PSI into a chamber above the top of the plunger would force it down when the ECM opened a valve to allow the fuel in and start the injection. The chamber below the plunger also had fuel and the typical arrangement of small holes at its bottom.

Because the bottom of the plunger was of a smaller diameter, the force was concentrated and the injector could deliver up to 38, PSI injection pressures. This helped reduce peak cylinder pressure and temperature and reduce Nox. After the piston began to descend, it would open fully if necessary to rapidly burn the fuel as the piston started moving downward to produce maximum power.

Such a system can also stop and start injection to spread out the burning while maintaining fuel pressure to ensure good combustion. The conditions change with load and RPM.

Shortly after, also in , Navistar introduced the MaxxForce engines, including the N13, an engine for Class 8 trucks. They provided a cylinder block of a lighter iron known as Compacted Graphite Iron. The engine had a slightly different form of common-rail system that did not amplify the pressure inside the injector but utilized piping to withstand the full pressure throughout the system. Partly because of its advanced injection system, the engine could produce peak torque down to 1, RPM when most engines could not do this below 1, RPM.

Both injection systems are described below along with the system that Cummins adopted, as they have a similar design. Cummins was one engine maker that tried to meet the standard with internal engine changes. Still, in the end, they adopted what the majority of the industry went to—a process called Selective Catalytic Reduction.

This chamber follows the DPF, and thus is located where the burning off of the soot has increased exhaust heat, which helps SCR work.

The ammonia then combines with the Nox Nox refers to nitrogen-oxides, a combination of nitrogen from the air with oxygen in the exhaust to form harmless nitrogen and water. Cummins found a unique copper zeolite catalyst they claimed made the SCR process more efficient and decided to join the rest of the entire industry, except for Navistar, in relying on SCR to meet the Nox standards.

The fuel rail is the long pipe located to the right. The thinner pipes that connect to it, go underneath, and connect with thin pipes to the left of the rail conduct the fuel through the cylinder head to the injectors not shown. The interesting system Cummins was using before had the advantage of offering a slightly softer start of combustion, but it was incapable of any form of split injection.

Meeting necessitated breaking each injection cycle into several separate shots to keep the cylinder from getting too hot. The best common-rail systems could both soften the start of combustion with pilot injection and do it even more effectively than the Cummins open cup system , and stage it in separate pulses to keep the burning fuel charge from getting too hot. Hence the decision. So what do these common-rail systems look like? Although diesel fuel, as a liquid, is hard to compress, it is just slightly elastic.

So, with stronger metal piping available than ever before, engineers designed a fuel rail—a long, relatively large-diameter pipe more than half an inch that was much larger than the piping previously used on diesel injection systems.

This pipe runs the length of the engine and communicates with an injection valve in each cylinder that has an electrical needle valve. These valves can be rapidly opened and closed by the ECM. The pipe would be fed by a crankshaft-driven pump with several pistons that would alternately pump the fuel into the rail system continuously and smoothly.

The pump would be controlled much as injection had been controlled in electronic unit injectors—electric valves would be opened and then closed when the pistons were rising and forcing fuel out of the pump and into the piping leading to the rail.

The difference was that the pumping would be continuous rather than occurring only for a few degrees as the piston went over the top at the beginning of each power stroke. If more fuel were needed, the valves would be closed longer, and, as when the driver gets up to cruising speed on a highway and draws back on the throttle to cruise, the valves would start closing after a shorter stroke of each piston.

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CUMMINS LOW RAIL PRESSURE, Troubleshooting tips!

WebJun 12,  · Often customers will want to buy a pressure gauge so they know when to change their fuel filter. The simple answer to this is change the filter every 15, miles . WebMay 12,  · A cutaway of the common-rail fuel system on the Cummins ISX Liter engine. The fuel rail is the long pipe located to the right. A sensor that measured rail .