DIESEL FUEL SYSTEM

Components and operation

By k. Ngetich
 introduction
• The main difference with petrol injection is that the mixture
formation takes place in the cylinder combustion chamber as
the fuel is injected under very high pressure.
• The timing and quantity of the fuel injected is important
from the usual viewpoints of performance, economy and
emissions.
• Fuel is metered into the combustion chamber by
way of a high pressure pump connected to injectors
via heavy duty pipes.
• When the fuel is injected it mixes with the air in the cylinder
and will selfignite at about 800 ° C.
 The mixture formation in the cylinder is influenced by the
following factors.

Start of delivery and start of injection (timing)

• The timing of a diesel fuel injection pump to an engine is usually
done using start of delivery as the
reference mark.
• The actual start of injection,(when fuel starts to leave the
injector) is slightly later than start of delivery, as this is
influenced by the compression ratio of the engine, the
compressibility of the fuel and the length of the
delivery pipes.
• This timing increases the production of carbon particles (soot) if
too early, and increases the hydrocarbon emissions if too late.
 Spray duration and rate of discharge(fuel quantity)
• The duration of the injection is expressed in
degrees of crankshaft rotation in milliseconds.
• This clearly influences fuel quantity but the rate of
discharge is also important.
Injection pressure
• Pressure of injection will affect the quantity of fuel,
but the most important issue here is the effect on
atomization.
• At higher pressures, the fuel will atomize into smaller
droplets with a corresponding improvement in the
burn quality.
 Injection direction and number of jets
• The direction of injection must match very closely the
swirl and combustion chamber design. Deviations of
only 2 ° from the ideal can greatly increase particulate
emissions.
Excess air factor (air–fuel ratio)
• Diesel engines do not, in general, use a throttle
• butterfly as the throttle acts directly on the injection
pump to control fuel quantity. At low speeds in
particular, the very high excess air factor ensures
complete burning and very low emissions.
• Diesel engines operate where possible with an excess air
factor even at high speeds.
Combustion process
 Ignition delay period
• The period from the start of injection until the time
combustion begins .
• Injection commences just before t.d.c when the fuel is
sprayed into the cylinder mixes with the hot air under
very high pressure.
• Combustion does not occur immediately ,the droplets
of fuel go through a period of heating and vaporization.
Flame spread
• Sufficient fuel has now vaporized and mixed with air to
cause it to ignite and the flame spread through the
mixture .the heat creates a rapid rise in cylinder
pressure
 Direct burning
• The last fuel is injected and is ignited
immediately by the burning mixture.
• Combustion is completed and the expanding
gases forces the piston down the cylinder on
the power stroke. the rate of burning is
controlled by the quantity of fuel injected into
the cylinder.
Combustion chamber design
direct injection
Indirect injection
The purpose of the injection equipment in a diesel fuel system is to supply
quantities of fuel oil into the combustion chamber in the form of a very fine
spray at precisely timed intervals.
To achieve this the following components are usually employed:
. a fuel tank or tanks
. a fuel feed pump
. a fuel filter or filters
. high- and low-pressure fuel supply lines
. an injector pump
. injectors
. a timing device
. a governor
Components of diesel fuel system
• Consist of fuel tank, low pressure pipe lines,fuel
lift pump,filters,fuel injector pump, high pressure
fuel lines, fuel injectors and leak off pipes.
LIFT PUMP/FEED PUMP
• Move fuel from the tank through filters and into
the high –pressure fuel injection pump.
• Separate feed pump are operated by engine
camshaft but others integral part of injection
pump
Diaphgram feed pumps
• Have a lever for priming .it enables the system to be bled by hand if air
has entered the pipelines.
PLUNGER
• Mounted on fuel injection pump and driven by the pump internal
camshaft.
• The plunger follows the cam profile of the injection pump camshaft which
moves the plunger up and down in its cylinder.
• As the plunger moves downwards ,the volume of the pump fuel chamber
increases and the pressure drops in the chamber .this causes the outlet
valve to close and inlet valve to open.
• Atmospheric pressure in the fuel tank forces fuel into the chamber above
the plunger and at same time fuel below the plunger is forced out to the
filters and the injection pump by the tension of then plunger return
spring.
• As the camshaft continues to turn,the plunger moves
upwards ,creating then pressure on the fuel above the
plunger.this closes inlet valve and opens outlet valve ,when
fuel is forced both into the outlet pipe and into the chamber
below the plunger.
• Once the plunger has been pushed to the top of its travel,the
cam follower returns to its base position, when the plunger
return spring again pushes the plunger downwards.
• The pressur in the supply side of the system is qoverned by the
tension of the spring ;if little fuel is being used the plunger will
only move downwards when the spring can overcome the
pressure.
Plunger pump
 Fuel filters
• Working clearances in the injector pump are very
small, approximately 0.0001mm (0.000 04 inch);
therefore the efficiency and life of the equipment
depends almost entirely on the cleanliness of the
fuel.
• The fuel filter therefore performs a very
important function, that of removing particles
of dirt and water from the fuel before they get
to the injector pump.
 Injector pump
• The function of the injector pump is to:
• deliver the correct amount of fuel;
• at the correct time;
• at sufficiently high a pressure to enable the
injector to break up the fuel into very fine
droplets to ensure complete combustion (that
is complete burning of all the fuel injected).
 INLINE INJECTOR PUMP
• Located on the side of the engine block and driven by
the engine.
• Called inline because the pumping elements are
mounted in line.
• A fuel injection pump is used to supply fuel to the
engine at a certain pressure. The pump generates the
pressure and supplies the fuel with the right quantity
at the desired timing. The pressurized fuel is delivered
to the nozzle via a high pressure line. The nozzle
injects the fuel inside the combustion chamber.
Inline pump
 Operation of the pumping elements
A –Recharge
• When the plunger is at BDC the depression in the pump
chamber causes fuel to enter both ports.
B-Spill cut off
• Both ports have been coverd and the ascending plunger
raises the pressure of the fuel to produce injection.
C- End of injection(max power)
• Injection stops when the edge of the helix uncovers the
spill port. Pressure is relieved by fuel passing down the
vertical groove, around the waist of the plunger and out of
the spill port.
 D-End of injection(lower power)
Rotation of the plunger causes the helix to
uncover the spill port earlier or later to give
less or more fuel respectively.
E-stop position
Moving the plunger to make the vertical groove
coincide with the spill port makes the port
remain open therefore no fuel will be delivered
and the engine will come to rest.
 Plunger control
• Two lugs on the plunger fit into slots in a
control sleeve on to which is clamped a
toothed quadrant .
• This quadrant engages a rack cut in the control
rod which runs the length of the pump.
• By moving the quadrant relative to the sleeve,
the output from each element can be
calibrated or equalized.
 The drive
• Symmetrical cams ,set to give the appropriate firing
order acts on the roller follower and then tappet
block.
• Shim or screw adjustment between tappets and
plunger allows the time of start of injection of one
element to be varied in respect to other elements.
• A 4 cylinder engine has a phase angle –interval
between injection of;
360/No of cylinders
The operation of setting this angle is called phasing.
 Delivery valve
• Acts as a non return valve preventing the
return of fuel from higher pressure lines when
the spill port opens.
• Traps pressure in the pipeline while injector is
still open preventing ‘dribbling’ out which can
cause incomplete combustion ,carbon
formation ,smoky exhaust and high fuel
consumption.
 Governors
• Ensure that the engine does not exceed the maximum rpm
• Ensure correct amount of fuel is injected under all engine speed and
load conditions.
• Keep idling speed constant regardless of temperature and load.
• Prevent over speeding arising from sudden depression of the pedal or
decrease of load.
• Within preset limits of full and zero load, all-speed governors maintain
a constant engine speed regardless of variations in load.

• Torque control may be a requirement. Generally, this is to prevent the

torque from falling off with speed at the upper end of the range
although,
for some applications, it may be required at the lower end of the speed
range too.
Pneumatic governor
• Pneumatic Governors are all-speed types of a
governor. It controls the whole speed range of
an engine.
• These types of governor work upon the
principle of the Venturi effect. They are
responsive to the velocity of air in intake
manifold of the engine.
• The pneumatic governor has two main parts.
A Venturi section connected to air intake manifold – this
section senses the air flow velocity and creates a vacuum
according to the velocity of air. It contains a butterfly valve
that connected to the accelerator pedal.
A diaphragm unit mounted on fuel injection line –
diaphragm unit mounted on end of the fuel pump can
control the fuel supply according to the increase or
decrease of vacuum produced by the venturi unit. The
diaphragm has a spring on one side; a control rod is
connected to another side.
• The adjusting screws are provided in Venturi unit to the
adjustment of the maximum and idling speed of the
engine.
 operation
• The velocity of air flow in the intake manifold of an engine is a
function of engine speed. When the engine is stationary, the spring
pushes against the diaphragm, and it keeps fuel supply completely
open (maximum fuel supply position). When engine running, the
position of the diaphragm and then the fuel supply are determined
by the vacuum created.

When the load on an engine decreases, the engine speed increases.

The faster the engine speed, the greater the air intake. That also
increases in the vacuum produced by Venturi section mounted on
the intake manifolds. The vacuum created in the venturi section
pulled the diaphragm and the control rod. It then shut off the fuel
supply. The decrease in fuel supply eventually decreases the speed of
an engine.
• When the load on an engine decreases, intake
air velocity also decreases. That results in
decreasing the vacuum produced by the
Venturi effect. The membrane on the fuel line
move according to the resultant vacuum and
then increases the fuel supply. The increase in
fuel supply also increases the engine speed
Flyweight mechanical governor
• A set of balancing weight are mounted on pump drive shaft.
when they are subjected to centrifugal force, a reaction
occurs that limits the movement of the control rack.
• At idling speed, the control rack moves towards minimum
fuel position resulting in engine running at constant idling
speed.
• An adjusting screw is fitted to limit the movement of the
control rack when in minimum fuel position.
• When the accelerator pedal is operated ,the tension in the
governor spring increases causing the control rack to move
towards maximum fuel position.
• As more fuel is deliverd,the speed of both the
engine and pump drive shaft increases.
• The governor weights fly outwards because of
the increased centrifugal force, which moves
the thrust sleeve and control rack back to
minimum fuel position.
• This action continuous until a state of balance
is reached where the engine runs at governed
speed.
Hydraulic governor
• Control of engine speed is achieved by utilizing the
transfer pump and the fuel metering valve.
• The driver controls the valve through a spring ,so if
he depresses the pedal by a given amount, the valve
will open wide and allow the speed to increase.
• The build up in engine speed increases the transfer
pump pressure; this gradually moves the metering
valve towards the closed position until a point is
reached where the speed will not increase any more.
these events recur throughout the range.
 Phasing and calibration
• Phasing is a term used when adjustment is
made to ensure injection occurs at the correct
time, i.e. on four-cylinder engines each element
injects at 90 intervals while on a six-cylinder
engine each element injects at 60 intervals.
• This adjustment is carried out by raising or
lowering the plunger so the spill cut-off point
is reached at the correct time. Simms pumps
have spacers in the tappet blocks.
• Calibration refers to the amount of fuel that is injected.
• Correct calibration ensures that the same amount of fuel is
injected by each element at a given control rod setting.
• It is effected by rotating the plunger independently of the
control rod.
• Both phasing and calibration can only be carried out on
proper equipment and using data sheets to obtain speed
and fuel delivery settings for any given injection pump.
• When settings are adjusted correctly the maximum fuel
stop screw is sealed and must not be adjusted under any
circumstances
 Spill timing the multi-element
pump to the engine
1. Set the engine to 28 BTDC with number one
cylinder on compression stroke.
2. Remove the delivery valve from number one
cylinder pump element.
3. Replace the delivery valve body and fit the spill
pipe.
4. Loosen the pump coupling and fully retardthe
pump.
5. Ensure that the stop control is in the run position.
6. Operate the lift pump; fuel will now flow
from the spill pipe.
 7. Whilst maintaining pressure on the lift pump,
slowly advance the injection pump when a
reduction in the flow of fuel from the spill pipe will
be noticed as the plunger
approaches the spill cut-off point. Continue
advancement until approximately one drop every
ten to fifteen seconds issues from the spill pipe.
8. Tighten the coupling bolts, remove the spill pipe
and refit the delivery valve. The pump
is now correctly timed in relation to the engine.
 The DPA or rotary fuel injection
pump
offers the following advantages:
• it is smaller, more compact and can be fitted in any position
not just horizontal.
• it is an oil-tight unit, lubricated throughout by fuel oil;
• only one pumping element is used, regardless of the
number of cylinders to be supplied;
• no ball or roller bearings are required and no highly
stressed springs are used;
• no phasing is required; calibration once set is equal for all
cylinders;
• an automatic advance device can be fitted.
Distributor type pump
Rotor –transfer fuel towards the plungers and then to
distribute the fuel to each injector outlet ports in the
appropriate sequence.
Cam ring -has cam lobes machined at equally spaced
distances from each other. there are cam lobes as per
the number of cylinders.
Hydraulic head -it’s the pump steel body and contains a
set of internal drillings which allows fuel into the pump,
then in conjunction with the rotor the pressurized fuel is
distributed to each of the injector outlet pipes in an
appropriate sequence
Transfer pump and regulator valve-controls and regulate
the pressure of the fuel accurately. it ensures that the
line pressure of the fuel is kept within specified
tolerance.
Metering valve-measures the quantity of fuel entering the
injection pump precisely under all operating conditions.
Automatic advance mechanism-provides means by which
the fuel injection can be phase or can be progressively
advanced or retarded with engine speed and load
changes.
Operating principal of DPA
• In this pump the fuel at lift pump pressure
passes through a filter, situated below the inlet
union, to the transfer pump.
• Fuel pressure is increased by the transfer
pump, depending on the speed of rotation of
the pump and controlled by the regulating
valve.
• The regulating valve maintains a relationship
between pump speed and transfer pressure.
• From the transfer pump,fuel flows through a gallery
to the metering valve. The metering valve, which is
controlled by the governor, meters the fuel passing
to the rotor depending on engine requirements.
• The fuel is now at metering pressure, this being
lower than transfer pressure. As the rotor rotates,
the inlet ports come into alignment and fuel enters
the rotor displacing the plungers of the pumping
elements outwards until the ports move out of
alignment. Further rotation brings the outlet ports of
the rotor into alignment with one of the outlet ports
which are spaced equally around the hydraulic head.
• At the same time, contact between the
plunger
rollers and the cam ring lobes forces the
pumping elements inwards.
• Fuel pressure between the plungers increases
to injection level and fuel is forced along the
control gallery, through the outlet port to the
injector pipe and injector. As the next charge
port in the rotor aligns with the metering
valve port, the cycle begins again.
• The inside of the cam ring has as many equally spaced
lobes as there are cylinders in the engine.
• Each lobe consists of two peaks, the recess between being
known as the retraction curve. As the pumping element
rollers strike the first peak, injection takes place.
• On reaching the retraction curve, a sudden drop in
pressure occurs and injection stops without fuel dribbling
from the injector.
• Further movement of the rotor brings the rollers into
contact with the second peak which maintains residual line
pressure until the outlet port moves out of alignment.
• The cam ring rotates within the pump housing varying the
commencement of injection. Movement is controlled by
the advance/retard device.