b-Diesel engine power supply circuit

1- ROLE :
a) Low pressure circuit:
Transport and filter the fuel between the tank and the injection pump.
b) The injection circuit:
Spray a determined amount of fuel at high pressure at a specific moment in the chamber of
combustion.

2 - ORGANIZATION :
a) Low pressure circuit:
One or two fuel storage tanks.
A heater possibly preventing the gelling of diesel fuel at low temperatures.
A pre-filter used to retain the largest impurities and water droplets.
A fuel pump whose role is to draw the diesel fuel into the tank and to push it toward the
fuel injection pump.
One or two main filters used to retain very fine impurities (on the order of microns) likely to
damage the injection pump or the injectors.
Suction and discharge pipes connecting the tank and the feed pump
for the suction tubes, and between the feed pump and the injection pump for the tubes of
refoulement.
b) Injection circuit:
An injection pump used to distribute fuel to the injectors under pressure at the right time.
The quantity depends on the position of the accelerator pedal.
Very strong supply pipes connecting the injection pump to the injectors.
Injectors that spray and direct the fuel into the combustion chamber or pre-combustion chamber.
A return circuit for the fuel to the tank in case of excess.

Fig1: Diesel engine power supply circuit

3 - OPERATION

a) Low pressure circuit:

The fuel contained in the tank is drawn by the supply pump, passes inside a
pre-filter and reaches the supply pump which then sends it to the main filter and the pump
of injection.
b) Injection circuit:
The pressure rise and the fuel flow rate inside the injection pump are obtained by a
reciprocating motion of the piston caused by a control cam.
The variation in the amount of diesel distributed to the injectors is achieved by a rotational movement of a
piston with a helical ramp. This rotation is caused by a rack driving the
toothed crown. The rack is connected to the throttle control.
The injectors that receive the fuel delivered by the injection pump introduce it into the chamber.
of combustion or pre-combustion by pulverizing it and directing the jet in such a way that the
the combustion should be as favorable and complete as possible.
The composition and operation of the inline injection pump
1-Composition of the injection pump
The inline injection pump consists of as many pump elements as the engine has
cylinders. The pump pistons are operated by a camshaft that is driven by the engine, and which
is located at the bottom part of the injection pump.

The pump includes:

the camshaft: located at the lower part of the injection pump, it rotates on two bearings and has
as many cams as there are pump elements.
push rod: it transmits the movement from the cam to the piston while absorbing shocks. Its contact with the
It can be done either by a roller or by a flat surface.
return spring: each piston of the pump is equipped with a return spring, its purpose is to bring back the
piston down after each injection and to maintain a permanent contact between the pusher and the cam.
cylinders: the injection pump cylinders are manufactured with great precision. They are
reported in the pump body. They are mounted in the pump body without play, oriented in such a way
correct for the fuel admission and held in place by a visible screw from the outside.
piston ring: it is executed with great precision. Depending on the injection pumps and the engines
equipped, the pistons can have varied shapes, differing mainly in the position of the grooves.
The toothed sector: it allows the piston to be driven in a rotational movement that depends on the
longitudinal movement of the rack. This movement is controlled by the driver.
hello rack: it simultaneously commands as many toothed sockets as there are elements at the pump.
It is by adjusting the rack that one controls the pump flow rate and thus the engine speed.
return check valves: they are housed above the cylinder in the upper part of the body of the
pumps. Their goal is to allow for a rapid closure of the injector needle in order to prevent the
formation of a drop at the nozzle orifice and maintaining a constant pressure in the pipes of
refoulement.
2- Operating principle
The piston (4) and the pump cylinder (3) form a pump element. The fuel inlet bore
(1) as well as the control bore for the inlet and return (5) are found in the cylinder. The
have a longitudinal groove (2) and the control edge (6).

Figure 2: Longitudinal section of a fuel injection pump

Fuel can enter the cylinder when the piston is at the bottom (1). As soon as the piston rises, there is
blocking of the inlet bore (2). The rising piston compresses the admitted fuel upwards into
the injection control through the discharge valve (3) - (4). As soon as the control edge
Passing through the return bore (5), the remaining fuel in the cylinder passes into the return line.
the cylinder pressure then drops and the discharge valve closes. The fuel injection supply is
finished (6).

The position of the control ridge can be adjusted via the regulating rack.
In full flow cases, the control edge blocks the return until the maximum quantity of fuel has been reached.
was debited. The useful flow in this case corresponds to the maximum fuel flow (A). In the case of partial flow,
The control edge releases the return following the partial lift (B). In case of zero flow, the fuel
return directly to each race via the longitudinal groove (C).
E-regulator
Regulators and advance variator

There is no fixed position of the adjustment rod that allows the diesel engine to maintain exactly its
rotation speed without a governor. At idle for example, without a governor, the speed would drop down to
the engine shutdown or conversely would constantly rise until overheating. This last phenomenon
comes from the fact that the diesel engine operates with an excess of air. This results in no effective braking of the
Cylinder filling does not occur when the rotational speed rises. Let's take the example of an engine.
cold started using the starter and running at idle with a quantity of fuel
appropriate. After a certain time, the engine's own friction decreases as well as the resistance to
the training of the organs trained by the engine: generator, air compressor, injection pump, etc. It
It follows that, for an unchanged position of the adjustment rod, without a regulator, the rotation speed of the
the engine would increasingly increase to eventually reach the point of engine destruction. It is
Why a regulator is essential for the operation of the injection pump on diesel engines.
Inline injection pumps are now equipped with a mechanical or electronic governor.
pneumatic regulators used in the past for small injection pumps and operating
due to the pressure of the intake manifold, are no longer offered at this time because they are no longer in
measure to meet enhanced requirements for regulatory and operational quality.

Functions of the regulator

The basic function of any regulator is to limit the maximum speed in neutral, which means it must
prevent the diesel engine from exceeding the maximum permissible speed set by the manufacturer. According to the
The regulator performs other functions, for example maintaining a constant speed.
determined, such as idle speed, or speeds within a well-defined range or in the
full range of rotational speeds between idle and maximum speed.

Prince

The schematic representation allows for the recognition of the main components of the regulator and their
coordinated functions. The camshaft of the injection pump drives the hub of the regulator by
through a vibration damper.
The two weights and their bent levers are housed inside the hub. A set of springs is mounted.
in each flyweight. The bent lever converts the radial movements of the flyweights into displacements
longitudinal of the movable axis, which transmits them to the sliding head guided longitudinally by the axis of
Guidance, the sliding head establishes, through the adjustment lever, the connection between the regulating block.
and the adjustment rod, the lower end of the adjustment lever being hinged on the sliding head. The
The adjustment lever has a slide. The slider is guided radially by the articulated lever; this one
is connected to the control lever mounted on the same axis. The control lever is operated either manually,
either by the accelerator pedal and an intermediate linkage. When the control lever is operated, the
The sliding block moves and the adjusting lever pivots around the rotation center of the sliding head.
When the regulator comes into action, the pivot point of the adjustment lever is located on the slide.
(see "service behavior"). Thanks to the slide, the transmission ratio of the adjustment lever is
modified find. A more than sufficient adjustment force is therefore available to actuate the rod of
setting, even at idle where the centrifugal forces are still weak. The regulator spring adjustments
incorporated into the weights consist of three helical springs: the damping spring and the two springs
of maximum speed.

Adjustment rod
Regulating spring
guidance

Operation

Engine start (fig. 6)

The engine service instructions indicate what the throttle position should be when the
the engine is started. The overcurrent required for starting the cold engine and at low outside temperature
is obtained by pressing all the way on the accelerator. However, when the engine is hot, the injection flow
determined by the slow position of the control lever is sufficient. In this case, the accelerator pressed
would fundamentally cause an unnecessary emission of smoke.
 fig :6

-Idle position (fig. 7)

After starting the engine and releasing the control lever (accelerator), it returns to the position
at idle. The adjustment rod also returns to the idle position determined by the regulator, which is then
I went into action. The idle speed of an engine refers to the minimum speed at which it continues to run with
safety without providing useful work. The load is then only constituted by the motor's own friction and
by the auxiliary organs, such as alternator, fuel pump, fan, etc., which are coupled to it
permanently. To overcome this idling load, the engine needs a certain amount of fuel. It
it receives it for a lever control position that corresponds to the prescribed idle position.

fig7

Partial load position (fig. 8)

Operation of the engine between no load and full load. As soon as the driver presses
Slightly on the accelerator, the engine accelerates and the weights spread apart. At first, the regulator would have
tendency to moderate the increase in speed. But as soon as the slowdown is very slightly exceeded, the
mass weights are applied on the calibrated bowls by the maximum speed springs and remain in this
position until the maximum speed is reached. Indeed, the springs do not yield to the push of the
centrifugal force only when the engine tends to exceed the imposed limit speed. The governor
does not intervene between slow motion and maximum speed. In this range, the position of the rod
The adjustment (and therefore the engine torque) is influenced only by the driver.
 fig :8

In the higher range of engine regimes (maximum speed regulation) (fig. 9)

This regulation comes into play as soon as the engine tends to exceed its maximum rhythm under full load.
It can therefore occur at full load or at partial load, depending on the position of the control lever.
As soon as the maximum speed regulation starts to take effect, the position of the adjusting rod is no longer dependent on
exclusively from the driver, but also from the regulator. The stroke of the weights is designed to
obtain a flow cutoff from the maximum full load regulation stroke to the regulation stroke
of flow 0.

fig :9

Flow corrector on the regulator

On the regulator, the flow controller is integrated with the weights, between the inner spring chamber and
the maximum speed springs. The correction spring is housed in a cup that supports both
maximum speed springs. The action of the correction spring precedes that of the regulation springs
maximum speed. The distance between the inner bowl and the cup represents the correction travel.
This can be adjusted using washers. The start of the flow correction n1 (fig. 11) depends on
the evolution of the engine's fuel needs. When the maximum speed is about to be reached, the
The corrective spring is sufficiently compressed for the inner bowl and the cup to come into contact.
(n2fig. 11). Without a correction spring, the regulator remains inactive between idle and maximum speed. The
correction spring yielding under the action of centrifugal force, the weights can then move apart
(correction course), within the range between n1 and n2, and push the adjustment rod in the direction
Stop (positive correction).
fig:11
Testing of injectors and injector holders on the test bench

Control steps
Fix the injector on the control device
Connect the high-pressure hose to the injector
Turn on the vacuum
Ensure the proper condition and cleanliness of the connections, as the introduction of dust is
detrimental to the proper functioning of the injector
Isolated manometer, give a few quick pump strokes to purge the circuits.
1. Injector spray pattern
Close the stopcock of the manometer, quickly operate the lever (1 to 2
pumps per second.
Observe the injector's spray; it should be fine, even, and symmetrical.
The hole injectors must provide as many jets as there are holes. The injector must
to purr. For a faster pace, 4 to 6 pumps per second, the rumbling
may be replaced by a whistle.
2. Opening pressure
Close the shut-off valve of the pressure gauge and make a few quick pulls on the lever.
Open the shut-off valve, then slowly raise the pressure by pressing on the
lever until the injector opens.
Check the pressure indicated on the manometer, if a correction is necessary, take action.
on the adjusting screw of the injector holder, or if necessary, change the thickness of the shims.
3. Sealing of the injector seat
Wipe the end of the injector.
Increase the pressure to a level 20 bars below the opening pressure.
the injector.
If the injector is not airtight, a drop will form in less than 10 seconds.
4. Fleeing time
Move the lever until the injector opens and then hold the lever in position.
The pressure drop must not exceed 1/3 of the injector setting within a time of 10.
seconds.
5. Injector-seal injector door
During pressurization, the assembly should not leak from the outside, except for
by the return of leakage.