F T ra n sf o F T ra n sf o

PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Main engine (sulzer)

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Fuel Injection system - Basic requirements

1. It must meter accurately the fuel to be delivered in each cylinder.

2. Since the quantity of fuel delivered per cylinder is small, slight

inaccuracy will show itself proportionately as a large error.

3. It must atomize the fuel and distribute throughout the

combustion space.

4. Fuel must be admitted at the most desired point in the cycle.

5. The admission should be regulated in relation to combustion so

that the pressure rise is limited.

6. Admission of fuel should be terminated promptly and pressure

before the nozzle decayed to avoid dribbling of the injector.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Type of Injection

1) Air Injection
2) Airless or Solid injection
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

“Coal dust injection system” of “AIR INJECTION”

• The operating principle of most air injection systems has been
similar to the one first used by Rudolph Diesel.

• Fuel oil was metered and delivered by a pump to the atomizer,

which was in communication with a high pressure air storage
tank supplied by an air compressor,

• Injection occurred when the injector valve was opened by a

cam actuated mechanism.

• High pressure air then flowed into the engine cylinder carrying
along with it the metered fuel as a finely atomized spray.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
Basic types of airless or ‘solid’
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

injection systems:

a) The Common Rail System.

b) The Unit Injection System

c) The Gas Compression System

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Common Rail System

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Common Rail System:

• The Common rail system is used in Doxford marine diesel
engines.

• All fuel pumps deliver oil in a pipe common to all

cylinders.

• The common pipe, called the common rail, is maintained

at a very high pressure.

• Sufficient volume capacity is provided in the high-pressure

pipeline by accumulator bottles, serve to decrease pressure
fluctuations at quick load changes.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

The Metering and Timing of injection

This is controlled by:
1. Mechanically operated fuel valves in earlier engines

2. By timing valves in Doxford engine 'P' and 'J' type of

engines.

3. In the common rail system the fuel pump operation is

quiet.

4. As compared to the conventional 'jerk pumps' the fuel

pumps in the common rail system do not require a high
concentration of power at the shaft driving the pumps.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
Doxford fuel
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

injection
timing valve.
1. Regulates the
commencement and
termination of
injection.
2. Two valves in
tandem arranged to
ensure no leaks.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
Doxford fuel injection timing valve
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• Before initially starting, a priming pump

is used to raise the oil pressure in the
system to about 140 atmospheres.
• The priming pump is pneumatically
driven. (electrically driven also).
• The fuel line before the needle valve is
pressurized by timed opening of the
timing valve.
• The operation of these valves regulates
the opening and closing of fuel valves.
This is how the commencement and
termination of injection in the cylinder
is managed.
• Each timing valve block contains two
valves arranged in tandem.
• The combination of valves provides
adequate seal against leakage.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• A clearance is maintained between

the two valves in order to ensure
firm seating of the valves.
• The period during which the timing
valve remains open governs the
duration of injection,
• This in turn, is determined by the
load on the engine.
• Raising or lowering the fulcrum
point of the valve-lifting lever can
regulate the duration of opening.
• At no delivery the fulcrum position
is at it's lowest.
• The cam peak oscillates the lever
about the fulcrum but the valve is
not lifted.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
• A characteristic feature of this
w. w.
A B B Y Y.c A B B Y Y.c

system lies in the cam profile

being symmetrically phased in
relation to the piston at its inner
dead center.
• The cam position need not be
altered for a reversed direction of
rotation of the engine.
• Only an adjustment of the
admission sequence of starting air
reverses the engine.
• The fuel pumps are capable of
quantitative control of fuel oil
discharge in the common rail
according to engine load.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• The pump plunger is provided

with helical slot, by rotation of
which the fuel quantity delivery
to common rail is increased or
decreased according to demand
in the engine.

• An over-speed governor is
connected to the fuel pump and
when this operates all the fuel
pump racks are turned so that
no fuel is delivered to
accumulator cylinders.

• The timing of injection can be

adjusted by turning the cam toe.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
Third generation common rail system
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• The Series 2000 Common Rail engines use a third-

generation common-rail system with an injection
pressure of 1,800 bar.

• The high-pressure pump (1) delivers the fuel via a

high-pressure line (2) to a distributor unit (3) in
which a high
high--pressure sensor, a temperature sensor
and a pressure relief valve are integrated.

• From the distributor unit another fuel line (4) leads

to one or other of the fuel rails (5) on each side of
the engine. The fuel rails supply the individual
injectors (6) with fuel.

• The injectors have pressure accumulators (7) at

their top end which store precisely enough fuel for a
single injection cycle.

• The control valve in each injector is positioned very

close to the injector needle in order to minimize the
time lag between operation of the valve and
operation of the needle.

• This design has the potential for multiple injection

without the necessity for design modifications to the
control unit.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
Common rail injection system (CRIS)
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
Common Rail Injection System (CRIS)
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• With the CRIS the HP pump delivers

fuel to the rail which is common to all
cylinders.
• Each injector is actuated in sequence by
the ECU as a function of the crankshaft
angle.
• The injector opens when energized and
closes when deenergised.
• The amount of fuel per cycle is
determined by the time differential and
the in-system pressure.
• The actual in-system pressure is
transmitted to the control unit via a
pressure sensor and the rail pressure is
regulated by the ECU via the actuator in
the fuel supply to the HP pump.
• For rapid load shedding the pressure
regulator restricts the HP pump to a
maximum of 1330bar, compared to the
specified 1200bar
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Common rail injection system (CRIS)

• Fuel quantity injected is determined by
the ECU and is a function of desired
and measured engine speed. The
CRIS allows very fast response times in
the region of 10ms

• In the event of single injector failure,

the injector is shut off via the shut off
valve. This allows the remaining
cylinders to be operated in a get you
home mode.

• The CRIS system offers the best

characteristics and costing for future
high speed engine injection systems
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

UNIT Injection System

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• Conventional injection systems

with mechanical action include
inline pumps, unit pumps with
long HP fuel lines and
injectors.

• A cam controls the injection

pressure and timing, while the
fuel volume is determined by
the fuel rack position.

• The need for increased

injection pressures in more
modern designs means that the
variable time lag introduced by
distortion of the pipework and
compressibility of the fuel
cannot be accounted for.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Conventional Injection
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• With conventional systems,

the volume of fuel injected is
controlled by the fuel rack,
and matching the individual
cylinders requires the
appropriate engineering effort.

• The effort increases

considerably if the injection
timing is done mechanically

• Therefore this type of design is

losing favour!
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

(Fuel Pumps) Jerk Pumps

Valve controlled and port controlled
• The basic operating principle of three types
of fuel injection pumps are discussed
herewith.
• The pumping element in each of these
pumps is the plunger working in a barrel like
a single acting ram pump
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
Basic Fuel pump: Single Valve Controlled.
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

(Valve type)

• Commencement with closing of

suction valve and varies with load.
• Termination at the end of plunger
stroke and fixed – once this is
adjusted.
• Effective plunger stroke controls
the load which only is varied.
• This type of pump does not
provide ideal timing at all load
(speed) of engine.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om

• A simple schematic diagram the operating

w

w
w. w.
A B B Y Y.c A B B Y Y.c

principle and the fuel-metering device of a

type of valve controlled fuel pump.

• The pump barrel is completely filled up

with fuel under a positive pressure (gravity
or low pressure pump) during the
downward stroke of the plunger.

• The delivery stroke commences as soon

as the cam contour comes in contact with
the roller.

• No pressure however is built up in the

pump barrel as long as the suction valve
remains lifted from its seat.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om

• When the pump plunger advances in its

w

w
w. w.
A B B Y Y.c A B B Y Y.c

pumping stroke the suction valve is seated due

to the push rod receding sufficiently
downwards.
downwards

• A pressure is immediately developed inside

the pump barrel, which lifts the delivery valve
and fuel is delivered to the pipeline upstream.

• This timing in relation to the piston travel is

the commencement of injection.

• The position is adjustable by making the

suction valve to seat early or late.

• The plunger reaching its maximum travel

effects the termination of injection.

• This timing is not adjustable by the regulation

mechanism.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• The part of the plunger stroke

beginning from the
commencement of delivery to
the termination is called the
'effective stroke’.

• It is that part of the plunger

stroke which is utilised for the
purpose of injection of the fuel.

• Evidently it is the effective

stroke that is varied with the
load on the engine, the plunger
stroke remaining constant
throughout.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om
• The closing the suction valve early or late w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

during the pumping stroke of the plunger

alters the effective stroke of the plunger.

• The push rod operating the suction valve is

connected to plunger movement by a lever
mounted on an eccentric shaft.

• When the shaft is turned, the lever end

operating the push rod is raised or lowered
thus making the suction valve to seat late or
early.

• When seated late in the plunger stroke the

effective stroke is shortened and lengthened
when the suction valve is seated early.

• The control of this type is shown in the pump

figure
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• A single control pump of the type just

mentioned with variable beginning of
injection and constant end does not make
an ideal fuel timing at all speed (load)
(load of
the engine.

• At low speed a large part of the fuel is

delivered after the T.D.C.

• The injection is late which lowers the

maximum pressure and thermal efficiency.

• This consideration has led to the

development of other type of fuel pumps
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Basic Fuel Pump: Double Valve Controlled

• Suction valve controls

commencement. Once set not
varied.
• Spill valve regulates
termination according to load.

Entire fuel is delivered before TDC at low loads causing knocking.

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Basic fuel pump double valve controlled

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
Basic Fuel Pump: Double Valve
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Controlled:
• The pump principle employs
– a constant beginning and
– a variable end of injection.

• The beginning of the injection is initially set

on the eccentric shaft operating the push
rod of suction valve through the lever.

• The length of the push rod and the position

of eccentric shaft determine time of
beginning of injection.

• The positions of these, once set, are not

altered by the regulating mechanism with
the variation of load on the engine.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
• The pressure of the supply fuel oil
w. w.
A B B Y Y.c A B B Y Y.c

opening the suction valve as the

plunger performs its return stroke
commences the filling of the pump
barrel.

• Towards the later part of the stroke

the push rod is raised sufficiently to
lift the suction valve from its seat.

• The upward pumping stroke

commences with the roller riding the
cam profile from the base circle.

• The injection of fuel begins only

after the plunger has advanced
further in its stroke when the suction
valve is seated.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
• The delivery is continued till the spill valve lifted
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

mechanically near the end of the plunger stroke

terminates it.

• The timing of opening of spill valve depends an

engine load and is variable by the regulating
mechanism.

• The delivery takes place through a spring-loaded

valve, which keeps the pipeline full at all times
but with a reduced residual pressure.

• The control diagram is also illustrated in the

above diagram.

• It will be observed that the entire fuel is

delivered before the TDC when the engine is
run at reduced load.

• This will undoubtedly cause knock during slow

running period.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• The cam angle — It is the angle of

rotation of the cam for the displacement
of the follower.
• The lift or throw (h) — It is the
maximum displacement of cam toe
from the base circle.
• Dwell — It is the peak of the cam where
the follower comes to rest.

• The fuel pump cam: -

– The profile of a fuel cam is designed for
a quick pumping action.
– The pressure rise before the needle
valve is to be instantaneous so that a full
and constant lift is available for the
entire period of injection..
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• Once the needle valve opens,

there will be a tendency for
pressure drop in the line.

• The rate of pressure rise

must overcome the tendency
for pressure drop in the fuel
line so that the injection is
unlikely to be interrupted.

• At slow speed the entire

admission should occur
during the high acceleration
period of the plunger
movement
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
• In modern supercharged diesel engines
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

the quantity of fuel to be delivered per

cycle is more.

• But the crank angles on both sides of

dead centre during which the injection
should be accomplished remains almost
the same.

• The reason can be explained by

recalling that a low cut off ratio for a
diesel cycle is a necessary condition for
high thermal efficiency.

• From this point of view, the entire heat

should be released in the cylinder close
to the dead centre.

• If the admission angle is increased

before the T.D.C. the maximum
pressure will be too high.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
• If on the other hand, admission is
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

continued later during piston travel,

the thermal efficiency is lowered.

• It is for the above considerations that

modern engines have adopted a high
injection pressure with modifications
of injector to admit a larger quantity
of fuel within almost the same period
of injection.

• The design of the cam contour must

satisfy the above requirements.

• The fuel cam profile should be able

to impart to its follower, the pump
plunger, a high acceleration at the
beginning of stroke to be followed by
a period of almost constant velocity.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• At end of the stroke the plunger

should be retarded sharply so that
the needle valve is snap seated
terminating the delivery.
•
• The return stroke of the plunger is
the filling period.

• The requirement of the cam return

profile need not be the same.

• If the same cam is used for ahead

and astern running a symmetrical
cam contour for both faces may be
employed.

• The cam toe is fixed on radial teeth

and then tightened by a nut.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• A matching relationship
should also exist amongst all
the pumps in the occurrence
of the cut out of fuel i.e. zero
admission at the same time in
order that the engine can
positively be stopped when
desired.
• The adjustment check will
therefore be made by
measurement of the
following:
• The setting of Cam in
relation to piston travel which
determines the timing for the
pump plunger commencing
its pumping stroke.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
Fuel Pump Port Controlled.
w. w.
A B B Y Y.c A B B Y Y.c

A: Plunger position at
beginning of injection.
B: Plunger position at
the end of injection.
C: Plunger position at
no delivery.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
The principle of operation of port
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

controlled fuel pump.

• The main advantage of this type of pump is
the elimination of valves, which
automatically makes the pump free from
valve-related problems.

• The type of pump is simple and has an

advantage over the other types on the point
of reliability.

• It is an obvious choice for all small engines.

• It consists of a plunger closely fitted inside a

barrel.

• The downward stroke of the plunger is the

filling period during which the pump barrel
is filled up through a suction part, which is
connected to a chamber surrounding the
barrel.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• During the upward stroke of the plunger a

pressure is created immediately after the
inlet port is covered.

• The delivery takes place by lifting a spring-

loaded delivery valve fitted above the pump
chamber.

• The regulation of the quantity of fuel is

effected by grooves in the plunger .

• The plunger is capable of rotation about its

longitudinal axis besides a vertical
oscillatory motion.

• It has on its body a vertical slot and a milled

helix.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
• When the plunger angular position is
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

such that the vertical slot is held

against the suction port the pumping
of the plunger creates no pressure in
the pump barrel.

• When the plunger is turned away

from this position it is set for
admission of fuel.

• A pressure is created in the space

above the plunger as soon as the
suction ports are covered.

• The injection begins almost

instantaneously and is continued till
the helical edge uncovers the suction
port.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
• The pump may be set at any
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Intermediate position between no

delivery to maximum delivery.
• The top edge of the plunger controls
the beginning of injection which, once
set, remains constant during the
operation of the engine.
• The end of injection is controlled by
the profile of the helical edge, which is
variable.
• When the helical edge uncovers the
suction port, the pressure in the pump
chamber is quickly decayed terminating
the delivery.
• For the fuel regulation, the plunger is
turned away to another angular
position.
• The angular position of the plunger in
relation to the suction port determines
the quantity of fuel delivery.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• It will be observed that none of these

pumps described employing pre-
control or post control satisfy the
idealized requirement for the best
admission timing in the cycle for all
loads in the engine.
• At lower speeds a large part of the
fuel is delivered before the TDC if
the pump employs constant
beginning of injection and after
TDC if the pump is built with
constant end.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Setting of the Fuel Pump:

• Fuel pumps must be adjusted to time the injection
with respect to individual piston travel.
• A precise quantity of fuel, variable at different load,
must be admitted in the engine cylinder.
• The group of pumps controlled by a common
regulating shaft should have a matching relationship
for commencement and termination of delivery
almost at identical points in the cycle so that the
engine is set for equal generation of power and
peak pressure in each cylinder.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

The beginning of injection i.e. the exact timing

with respect to crank circle at which the suction
valve is seated.
The termination of delivery i.e. the exact
position at which the spill valve is at the point
of opening (or the plunger is at the end of
travel in RD engine).
A cutout check ie. The no admission of the
regulating lever coinciding with the no
admission setting of all the pump units.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
Bosch scroll pump timing
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• Fuel pump timing is controlled by

the relative angular position of the
cam peak to the crank shaft
• It can be adjusted by moving the
cam with respect to the shaft. further
adjustment is made by raising or
lowering the pump plunger with
respect to its follower.
• Raising the plunger will make cut off
of the fuel suction port and
corresponding fuel injection early
• While lowering the plunger will
make these later.
• Alternatively the fuel pump casing
itself may be lowered or raised on its
mounting to give the corresponding
effect.
• The plunger must maintain sufficient
clearance at the top of its stroke.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

CHECKING FUEL PUMP TIMING:

• There is a timing window on the pump
with ascribe mark on the pump body of
the timing window and also a scribe
mark on the cup that the cam follower
acts against in the fuel pump.
• To check the timing ,turn the engine
over in the direction of rotation until the
scribe mark on the cup should be in
line with the mark on the timing
window.
• This corresponds to beginning of
injection.
• Check the angle on the flywheel to see
whether it tallies with the makers
manual record.
• If this is not the case adjustments should
be made either with a tappet adjustment
on the cam follower or by the addition
or removal of shims between the pump
housing and the engine block.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
Fuel setting for medium speed engine
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

The speed of the camshaft is half

that of crankshaft.
The piston moves twice at T.D.C.
during one cycle, but only once the
injection takes place.

For setting the pump control the

procedure is as follows:
a) Ascertain the piston position as
it is nearing the end of
compression stroke.
b) The delivery pipe is loosened
and the delivery valve removed.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

1. With the plunger at its bottom most

stroke i.e. the roller on base circle of
fuel cam the distance between the
top edge of the pump housing and
the top face of the plunger is
measured by a depth gauge.

2. The same measurement is repeated

with the particular piston at TDC.

3. The difference between the two

distances measured by the depth
gauge represents the plunger lift at
TDC, which should agree with the
assembly record given by the
builder.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
Fuel setting for medium speed engine..
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

The commencement and

termination of the pump
delivery can also be measured
by the spill method.

The delivery valve is removed

and the fuel pipe is kept loose
so that overflow through the
pump casing can be seen.

a) The fuel lever is turned on

full admission position.
b) With the plunger is at its
bottom travel, the fuel is
opened and there is
noticeable overflow.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
c) The crank is slowly turned in
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

its direction of rotation until the

plunger just closes the suction port.
The overflow stops. The crank angle
at which this occurs is the angle of
admission before TDC.

d) Continue turning of crank.

There will be slight overflow of oil,
which is already in the pump barrel.

After further turning the helical edge

uncovers the suction port, which will
be indicated by overflow
commencing again.

The crank angle at which this

happens is the termination of
delivery.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• The fuel pump setting thus

obtained corresponds to the
full load position, which is
about 10*before to 10*after
TDC.

• A zero admission check must

be performed periodically or
after fitting a replacement
pump.

• Following the pump setting

the cylinder peak pressure
should be checked
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Effective stroke
• Distance of travel “ A “ by
the plunger from its fuel
cam base circle to the
point at which the suction
port is covered is called
idle stroke.
• Distance of travel “ B “ by
the plunger covering the
suction port to the end of
delivery stroke is called as
effective delivery stroke.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
B&W Engine Fuel Pump:
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Oil enters the pump through the passage

at the lower part of housing and is directed
upwards along the pump barrel to the
chamber around the suction valve.
The flow of oil in this manner keeps the
barrel at a uniform working temperature.
With this arrangement the risk of plunger
seizure is minimized.

The chamber surrounding the pump

plunger is fitted with a pulsation
damper. This is necessary to damp the
pressure wave, which flows back to
suction chamber at sudden release of
delivery pressure.

Each fuel pump is provided with an air

operated lifting device for Individual cut
off.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• The pump consists of a cast steel housing

farming its base and a barrel placed centrally
in the casing.
• The barrel is adjustable in the axial direction.
• It is guided below at the housing being
secured above with die cover.
• The barrel is lined at "the internal surface by
a shrunk in liner in which the plunger is
lapped to fit.
• The suction valve assembly is inserted at the
upper end of the liner and fixed with the
cover.
• The guide is lubricated from the came shaft
lubricating oil Supply.
• At the lower end of the barrel sealing rings
and a leek off part between sets of rings
prevent fuel oil leaking in lubricating oil.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• Oil enters the pump through the

passage at the lower part of housing
and is directed upwards along the
pump barrel to the chamber around
the suction valve.
• The flow of oil in this manner keeps
the barrel at a uniform working
temperature.
• With this arrangement the risk of
plunger seizure is minimized.
• A guide block is formed in the body of
the plunger at the lower end sliding in a
guide piece.
• This piece can be rotated by a
regulating arm or rack to rotate the
plunger. The guide in its turn is linked
with the engine regulating shaft and
governor.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• Two recesses are milled on the

body of the plunger each
containing a steep helical edge
and limited to one side.
• Turning the pump plunger so
that the helical edges alter their
cut off holes, which are thus
uncovered earlier or later
communicating the delivery with
the suction earlier or later,
effects the regulation.
• The plunger terminates below in
a fact fixed with roller guides.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Fuel pump delivery valve

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om

• In some pumps, a non return spring

w

w
w. w.
A B B Y Y.c A B B Y Y.c

loaded discharge valve is fitted.

• This is arranged to reduce pressure on its

discharge side as it closes, ensuring
positive seating of the fuel injector needle
and reducing cavitation within pump.

• A priming or vent plug is fitted to the

discharge.

• The delivery valve is located at the top of

the fuel pump.

• It prevents excessive draining of fuel from

the discharge lines.

• As the plunger helix uncovers the spill

port, there is a sudden drop in pressure
below the valve and the valve closes.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
• As it snaps into its seat the delivery valve also
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

performs the important function of greatly

reducing the pressure in the high pressure
tubing thus lessoning the possibility of
secondary injection or after dribble at the
spray nozzle.

• This is accomplished by an accurately fitted

relief or displacement piston located at the
upper end of the valve stem below the seat.

• As the lower edge of the piston passes into

the valve body, all fuel in the line is trapped.

• Further movement of the valve to its seat

increases the volume of the space available
for the existing fuel in the line and thereby
greatly reduces its pressure.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• The valve must be closed

before the fuel pressure
decays below the cylinder
pressure and as the closing
pressure must be well below
the opening pressure,
(differential areas) this
demands very rapid closing to
prevent gas entering the fuel
cell of the injector.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• Fuel Pump Delivery Valve:This valve is

required to close quickly in order to:
• To prevent poor atomization at the end of
injection.

• Prevent carbon formation on nozzle tips.

• Prevent entry of combustion gas in to the

fuel space when the fuel pressure falls.

• Modern valves usually have the spring as

close as possible to the needle to reduce
inertia and opening time.

• This is made possible by the improved

quality of the spring steel material which in
less likely to distort when heated.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

The MAN B&W MC Engine

VIT Fuel Pump.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
Variable beginning and end-
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Variable Injection Timing (VIT) control

• This allows for ideal matching of load to injection
timing for various qualities of fuel.
• The Barrel insert can be moved up and down by
action of the Nut.
• This has the effect of altering the position of the spill
port relative to the plunger stroke.
• Therefore the beginning of injection is altered.
• The end of injection is varied by its normal way of
rotating the plunger.
• The Nut, which moves linearly, is controlled by the
VIT rack, this is altered- continuously by the engine
management.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Variable Injection Timing (VIT)

• The pump is capable of
Variable Injection Timing
(VIT).

• This overcomes the

disadvantage of the basic jerk
pump, where although the end
of injection is infinitely variable,
the start of injection is fixed by
the position of the spill ports,
injection commencing shortly
Quantity Control after the ports are covered by
Using Fuel Rack the top edge of the plunger.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Variable Injection Timing (VIT)..

• As well as having the normal fuel quantity
control (i.e a rack which rotates the plunger
in the barrel), the fuel pump is fitted with an
adjustable barrel which has a large pitch
thread machined on the bottom.

• The threaded barrel is located in a threaded

sleeve which is rotated by a second rack.
•
• As the sleeve cannot move axially, and the
barrel is prevented from rotating, then as
the sleeve rotates, the barrel moves up and
down, thus altering the position of the spill
Timing Control
Using VIT Rack
ports relative to the plunger, and varying the
start of injection.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
VIT – MAN B&W
w. w.
A B B Y Y.c A B B Y Y.c

• Maintains MCR Pmax

under part load
conditions to save
fuel.
• Adjusts the
commencement of
inj. As load is
reduced from 100%
to break point.

• Pump barrel is
moved up &
down (relative to
plunger) by
means of a rack
& pinion, in
combination with
a double thread.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Variable injection timing system

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• Variable Injection Timing

system is developed to
fulfill the requirement of
maintaining the MCR P max
under part load conditions,
in order to save fuel.
• This is achieved by a
mechanism, which
automatically adjusts the
commencement of fuel
injection, such that the
MCR P max is kept constant
as the engine load is
reduced from 100%, down
to a certain pre-specified
part load, known as the
break point.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• This system maintains the normal maximum

combustion pressure (near designed value)
within the power range of 100% to say 80%.
Such systems are fitted for obtaining good
combustion at varying loads and there by
fuel economy.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Injection timing variation with engine load

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
Fuel savings available by utilising VIT
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
• A puncture valve is fitted in the top
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

cover of the pump.

• It is opened when compressed air

from the control air system acts on top
of a piston fitted in the top cover.

• Fuel oil from the discharge side is then

returned to the suction side of the
pump and no injection takes place.

• The puncture valve is operated in the

event of actuation of the shut down
system (all units), during the air start
sequence or when excessive leakage is
detected from the double skinned fuel
pipes.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

The Sulzer RTA Fuel Pump

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• The Sulzer RTA fuel and exhaust valve pump block. The two outside pumps with
the pipes coming out of the top are the exhaust valve hydraulic pumps; the centre
section contains the pair of fuel pumps. The rusty coloured block on the top is the
valve block.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
• The pumps are arranged in pairs, one for
om om
w w
w

w
w. w.
A B B Y Y.c A B B Y Y.c

each cylinder.

• This is because the two operating cams

are mounted on a common hydraulic
servomotor which in turn is mounted on
the camshaft.

• The pump plunger is raised and lowered

by a follower.

• When the follower is on the base circle of

the cam, the suction valve, shown on the
LHS of the animation, is held open by a
push rod which in turn is moved by a
lever operated from the plunger drive.

• As the pump plunger moves up the

barrel, the suction valve lever moves about
the adjustable pivot point, the push rod
moves downwards, the suction valve
closes and injection begins
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
• From this point oil pressure is
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

raised and injection continues as

the plunger continues its up
stroke.

• The spill valve pushrod shown on

the RHS is moved upwards by the
spill valve lever until it forces the
spill valve off its seat, releasing the
oil pressure and ending injection.

• A non-return valve prevents loss

of oil from the discharge.

• The pivots of the suction and spill

valve levers are eccentric and by
rotating these the timing can be
altered
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• By rotating the suction valve

eccentric clockwise as seen on the
drawing, the suction valve will close
earlier, and injection timing will be
advanced.

• By rotating the spill valve eccentric

anti-clockwise the spill valve will
open later in the plunger stroke and
more fuel will be injected

• As the load on the engine increases

the fuel control shaft will alter the
position of the spill control.

• Through a linkage the suction

control position will also be altered,
adjusting the timing of the suction
valve.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• This is known as variable injection

timing (VIT).

• VIT allows the max cylinder

pressure to be achieved at about
85%MCR and improves fuel
efficiency.

• The position of the suction valve

control linkage can also be altered
by hand, thus advancing or
retarding the timing.

• This is so that the engine can

operate efficiently with fuels of
various ignition quality.

• The photograph opposite shows

the fuel pump shaft (with the red
stripes) and the VIT shaft and hand
fuel quality lever.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
VIT & FQS
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• In the seventies when fuel

consumption gained more
importance Sulzer introduced the
so called Variable Injection Timing
and Fuel Quality Setting (VIT and
FQS) system on its low speed two
stroke engines.

• The VIT and FQS system

performs two main tasks.

• The VIT part is an automatic

function that controls the injection
begin depending on the actual
engine load and cares for optimum
part load fuel consumption.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• The FQS part is a manual adjustment

that is meant to be used to match the
injection timing to the quality of fuel
used.

• VIT and FQS have been introduced

as standard on RTA engines at first in
a mechanical and later in an electronic
version.

• A retarded injection is one of the

measures used on Sulzer RTA
engines to comply with the
International Maritime Organization
(IMO) NOx emission regulations.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om

• The applied injection delay depends

w

w
w. w.
A B B Y Y.c A B B Y Y.c

on engine type and rating and has

been introduced in the system as a
new, load-independent parameter.

• Therefore the VIT system has

gained considerable importance with
the introduction of the engine tuning
complying with the IMO NOx
(Oxides of nitrogen) emission
regulations on the Sulzer RTA
engines.

• Due to the optimization character of

the VIT function an engine can run
both with and without
VIT and FQS function without any
loss of operability
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
• Because of its proven beneficial effect
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

on fuel consumption especially at part

bad it is advisable to have the VIT and
FQS system always working during
normal engine operation.

• All RTA engines have been designed

for continuous VTT and FQS
operation .

• The use of VIT and FQS keeps the

engine parameters well within safe
limits.

• On the latest RTA engine designs

complying with the IMO NOx
emission regulations, the range of FQS
adjustment is limited so that NOx
emission limits are ensured with any
setting of the FQS.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Fuel Injectors
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
Hydraulically Operated Fuel Valves:
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
• An equal and constant pressure
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

before the nozzle associated with an

equal amount of valve lift and
period of opening are the
prerequisites for the equal power
generation in each cylinder.

• A screwed spindle loads the needle

valve. After the correct amount of
loading is reached the spindle
position can be locked by a cap nut.

• The needle guide, thrust plate,

nozzle are fitted with the valve body
by a cap nut.

• All these parts from oil tight joints

on the mating surfaces. The needle
guide is water-cooled
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
• The cooling water and the fuel oil
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

are taken in through drilled

passages through the valve body.

• The spring space is vented to

prevent accumulation of pressure.

• Leakage of any of the face joint

can also be detected through this
passage.

• The valve body is pressed down

on a ground taper by two studs,
thus forming a gas tight
combustion chamber.

• For the type of nozzle described

the lift is 1.4 mm and the injection
pressure 250 bars
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om

• The injector delivers oil in the

w

w
w. w.
A B B Y Y.c A B B Y Y.c

combustion chamber of the engine in

the form of finely atomized spray.
• The spray velocity and direction is
designed for maximum distribution of
liquid fuel in the chamber.
• The number, diameter and angular
position of the nozzle orifices are
determined by the output of engine.
• The needle valve is ground and lapped
fit inside a needle guide. The needle is
of the inwardly opening type.
• The fuel under high pressure acts on a
differential area at the needle end.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

The other end of the

needle comes out of a
thrust plate and is
loaded by a spring
pressure.
The thrust plate limits
the lift of the needle
valve.
For equal power
generation an equal
amount of fuel must be
injected in each
cylinder.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
Needle and Guide
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
MAN B&W fuel valve
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

B & W Engine fuel valve

recirculates hot heavy fuel
oil flow from booster
pump.
Recirculating valve opens
at say 10 bar booster pump
pressure and hot fuel
reaches the main needle
valve.
At 250 bar pr.
Recirculating valve shuts &
main needle valve lifts &
sprays the fuel.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Man b&w fuel v/v

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Fuel injector
recirculation type
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Sulzer Fuel injection Valve

 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

• The circulating valve ensures circulation of fuel through

the fuel injector when the engine is not running and the
booster pump is in operation.

• This assures the required preheating when running on

heavy fuel oil.

• The fuel injection system is simultaneously vented.

• Function of the circulating valve.

• When the engine is at a standstill the needle 7 is pushed

against its lower seat by the spring 8.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
• When the booster pump is running the fuel oil
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

can flow through the opening OF into the

annular space RR, then through the drilling
ZZ in the nozzle holder as far as the injector
nozzle annular groove VN.
• From there it rises through the drilling ZR into
the annular space RF and finally leaves the
nozzle holder at ZA through a pipe which
leads it back to the fuel system.
• When the engine is running the fuel injection
pump delivers the fuel at high velocity to the
fuel injector.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
• As a result of the back pressure build up at the opening
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

OF this pressure first pushes the needle 7 against the

bush 6 (Fig. C).
• The opening OF for the fuel outflow is closed off by the
upper flat seating FS and the needle is maintained in this
position by the back pressure as long as the engine is
running.
• The fuel flows through the inner space of the needle 7
into the drilling BR of the nozzle holder and reaches the
injection nozzle directly where it is injected into the
combustion chamber as soon as the pressure opens the
nozzle needle 3a.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Key to Figs. 272-20 and —

21
1 Compression spring
BR Fuel delivery drilling
2 Dowel pin
BRE Fuel inlet into the
nozzle
3 Injector nozzle
FS Flat seat
3a Injector nozzle needle
OF Opening
4 Circulating valve
RF,RR Annular space
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

5 Nozzle holder VN
Connecting groove
6 Bush ZZ
Circulation drilling
7 Needle ZR
Circulation drilling
8 Spring ZA
Circulation fuel outlet
LB
Leakage fuel outlet
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om

FUEL INJEC TION

w

w
w. w.
A B B Y Y.c A B B Y Y.c
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

FUEL CIRCULATION
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Defects Occurring in Fuel Valve

• Wrong opening pressure: Spring compression incorrect.
Corrosion or dirt on needle.

• Excessive leak off: Loose needle (Needle should drop in

to the nozzle under its own weight). Dirt between nozzle
and body face (grind face joint). Loose nozzle cap.

• Dripping Nozzle: Seized needle due to dirt or corrosion.

Needle and seat face not tight.
 F T ra n sf o F T ra n sf o
PD rm PD rm
Y Y
Y

Y
er

er
ABB

ABB
y

y
bu

bu
2.0

2.0
to

to
re

re
he

he
k

k
lic

lic
C

C
w om w om
w

w
w. w.
A B B Y Y.c A B B Y Y.c

Poor Atomization:
– Worn nozzle holes.
– Chocked needle holes.
– These can be cleaned using a well-supported
special drill bit or wire.
– Cleaning of the nozzle should be done using soft
brass wire brush only, to avoid scratching the
nozzle holes.
– After cleaning the nozzle should be inspected
for corrosion.
– All copper seal rings should be annealed.