The purpose of this test is to evaluate the correct operation of the Bosch CDi pressure regulator valve based on the voltage and duty control under engine run conditions.
Connection for diagnostic work will vary dependent on application.
Technicians should whenever possible gain access to the test circuit without damage to seals and insulation. If this is not possible then make sure appropriate repairs are completed.
General connection advice
PicoScope offers a range of options within the test kits.
Dependent on difficulty of access, choose from:
Testing sensors and actuators (to include relevant circuit/connectors):
The example waveform illustrates that the fuel rail pressure regulator valve is actuated by a switched earth, pulse width modulated (PWM), voltage.
The signal has a fixed cyclic period in which its voltage switches between battery positive (at around 15 Volts) and close to battery negative (at just above 0 Volts).
The period the signal spends around 0 Volts relative to the total cycle period indicates the duty of the PWM signal. In this example, approximately one fifth of each cycle is spent close to 0 Volts, so the PWM duty is about 20%.
The signal cycles five times in a 5 ms period, indicating that it has a base frequency equal to 1000 Hz.
Within a common rail diesel system, the engine control module (ECM) uses a pressure regulator valve to regulate the fuel pressure within the common rail. When the ECM needs to reduce the pressure, the valve is opened and excess fuel is released to the fuel return system. Conversely, when an increased pressure is needed, the valve is closed.
The pressure regulator valve position is determined by the action of a solenoid against a spring. With these devices, the valve will move from its default position (which may be either open or closed, depending on the application) when current flows through the solenoid. The greater the current, the greater the displacement of the valve. Thus, in some systems an increase in current will cause the valve to become more open, whereas in others it will cause the valve to become more closed.
The ECM can efficiently control current in a circuit using a PWM signal and, for a given electrical load, the greater the duty period, (ON time), the greater the average current flowing through the circuit.
With a switched earth activated circuit, the solenoid is fed with a constant battery positive feed on one side and, on the other side, the engine control unit modulates the path to the battery earth, to create current flow. Therefore, in these circuits, the valve is energised (ON) when the actuation signal voltage is at battery negative voltage and de-energised (OFF) when the actuation signal voltage is at battery positive voltage. Hence the greater the duty cycle, the greater the current in the circuit and the greater the displacement of the valve from its default (open or closed) position.
The engine control module will vary the duty depending on the engine speed, load and temperature conditions and the torque demand from the driver (accelerator pedal position).
Refer to vehicle technical data for specific test conditions and results.
Generic DTCs for a fuel rail pressure regulator valve
P0087 – Fuel rail pressure sensor or rail pressure too low
P0088 – Fuel rail pressure sensor or rail pressure too high
P0089 – Fuel rail pressure regulator performance
P0090 – Fuel rail pressure regulator control circuit
P0091 – Fuel rail pressure regulator circuit low
P0092 – Fuel rail pressure regulator circuit high
P0093 – Fuel system leak detected – large leak
P0094 – Fuel system leak detected – small leak
This help topic is subject to changes without notification. The information within is carefully checked and considered to be correct. This information is an example of our investigations and findings and is not a definitive procedure. Pico Technology accepts no responsibility for inaccuracies. Each vehicle may be different and require unique test settings.
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