Datasheet

Diesel Systems
Common Rail Systems CRSN3
with 2,000 to 2,500 bar
In addition to emissions legislation, fuel consumption
CRSN3-20, -22, -25
Rail-pressure
sensor
Filter*
System
variants:
Rail
≤ 2,200 bar
PLV
2,500 bar
PCVN
Sensors
Actuators
Tank
Low pressure
engines. Combined with the SCR catalytic converters
– which have become the prime source for achieving
Euro VI emission standards, Tier 4, US10 or IMO 3 –
fuel consumption. Only a one-percent reduction in fuel
EDC
High pressure
behind the further development of commercial-vehicle
the high injection pressures also provide advantages in
Pre-filter*
Highpressure
pump
and specific engine performance are the main drivers
consumption helps to save 500 – 800 euros in annual
Solenoid
injector
* Water separator on filter or pre-filter
operations costs.
For this reason, we are upgrading the Common Rail
System CRSN3 series. The CRSN3-18 (1,800 bar)
system was successfully launched for series produc-
Customer benefits
tion in 2005. Since 2010, the follow-up CRSN3-20
Increases fuel efficiency and subsequently
(2,000 bar) and CRSN3-22 (2,200 bar) generations
reduces CO2 output
Contributes towards achieving Euro VI, US10,
Tier 4, JPNLT and IMO 3 emission limits
have been available. The CRSN3-25 with a system
pressure of 2,500 bar is scheduled to start series
production in 2013.
High torque and efficiency at low engine speeds
High hydraulic system efficiency and
reduced energy consumption
Easy integration into existing and future
engine platforms
Advanced diagnostics potential with the
Possible applications
CRSN3 systems are intended for use in medium- and
heavy-duty as well as for off-highway and marine
applications. They cover a wide range of engines
of up to 16 cylinders.
integration of a pressure control valve
Operating principle
Starting at 2,000 bar, the CRSN3 systems achieve a
higher systems efficiency through their new injector
concept, thus reducing fuel consumption. Inside the
injector, the parts up to the control valve are charged
with the rail pressure. This avoids a constant fuel flow
between the high- and low-pressure area. Only while
the solenoid is triggered, the valve opens and a small
control quantity is fed into the fuel return line. In order
to permit the opening and closing of the nozzle needle
in this “pressure-balanced” internal injector volume,
the needle is hydraulically coupled to the push rod.
Optimized injector-fuel maps allow for quantity correction throughout the useful lifetime of the entire system
through the aid of software learning functions.
Diesel Systems | Common Rail Systems CRSN3 with 2,000 to 2,500 bar and no-leakage injectors
System design (typical configuration)
Technical features
System pressure
250 – 2,500 bar
Three types of high-pressure pumps are available for
Max. number of injections
7
various engine sizes and applications. The CP4 high-
Hydraulic flow rate
CRSN3-20, -22
400 – 1,300 cm3/30 s
CRSN3-25
400 – 1,000 cm3/30 s
pressure pump is suitable for medium-duty applica-
Operating voltage
12 V/24 V
Lifetime
Medium-duty sector (MD): Heavy-duty sector (HD):
The CPN5-22/2 high-pressure pump covers the heavy-
750,000 km (on-highway)
12,000 h (off-highway)
1.6 million km (on-highway)
15,000 h (off-highway)
Fields of application
MD, HD, OHW, marine
tions with a system pressure of up to 2,500 bar.
duty requirements of up to 2,200 bar system pressure.
It is based on in-line pump technology and includes
a newly developed internal pre-supply gear pump. A
further development of this pump will reach higher
emission targets and achieve fuel-consumption
Max. number of cylinders16
benefits with pressures of up to 2,500 bar. This pump
Engine power/displacement
20 – 35 kW/l
Emission targets
Euro VI, US10, Tier 4, JPNLT,
IMO 3
is very compact, robust and lightweight. Alternatively
up to 2,000 bar can be generated by a PF 45-20
camshaftless pump which is driven by the engine
camshaft.
System components of the CRSN3-20, -22
The forged high-pressure rail (HFRN) is fitted with
drilled throttles, a rail-pressure sensor and a pressurelimiting valve (PLV) for applications up to 2,200 bar.
Instead of the PLV, the 2,500 bar CRSN3-25 system is
equipped with a pressure-control valve (PCVN). This
1
2
ensures extended pressure reduction functionality as
3
well as enhanced diagnostic functionality with active
pressure control.
The CRIN3 injector with 2,000 to 2,500 bar is the heart
4
5
6
of the system. It is compatible in installation with
previous generations as its outer dimensions have
1
CP4-20/1-OHW, CP4-20/2-MD/OHW,
high-pressure pump*
been retained unchanged.
2
CPN5-22/2 high-pressure pump*
3
PF45-20 camshaftless pump*
All system functions are controlled and monitored by
4
HFRN-20, -22 high-pressure rail with PLV5-22
5
CRIN3-20, -22 injector
6
EDC17CV control unit
the EDC17 Electronic Diesel Control. The EDC17
platform has advanced monitoring and safety functions
*alternative variants
such as limp-home functionality,
Outlook
Bosch engineers are already engaged in the further evo-
System components of the CRSN3-25
1
2
lutionary development of this modular system. Future
generations of the CRSN3 platform will use this strong
3
foundation for system pressures over 2,500 bar.
Robert Bosch GmbH
Diesel Systems
4
5
1
CP4-25/2-MD/OHW high-pressure pump*
2
CPN5-25/2 high-pressure pump*
3
HFRN-25 high-pressure rail with PCVN2-25
4
CRIN3-25 injector
5
EDC17 CV control unit
*alternative variants
© Robert Bosch GmbH 2012. All rights reserved, also regarding any disposal, exploitation, reproduction,
editing, distribution, as well as in the event of applications for industrial property rights
Postfach 30 02 20
70442 Stuttgart
Germany
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www.future-with-diesel.com
Printed in Germany
292000P0WJ-C/CCA-201209-En