Module 3: Fuel systems
Identify the major components in a diesel
fuel system
Recognise common rail and individual
pump fuel systems
State how governing takes place in diesel
engines
State how a mechanical governor
functions
Distillate Fuel Handling System
Distillate Fuel Handling System
Dipping the storage tank
Vents are fitted at the top to allow air to/from
atmosphere
Drains are fitted at the bottom of each tank to
enable the operator to discharge water
Oil filters are located on the suction side of the
transfer pump
fine material can cause considerable problems
for fuel injectors, and other engine components
Distillate Fuel Handling System
Sometimes a separate day tank is provided for each
individual diesel generator
A certain amount of oil is recirculated back to the day
tank from the diesel engine fuel pump and injector
system.
This recirculation tends to heat the oil in the day tank,
and so precipitates out more water.
Drains are fitted at the bottom of the day tank, so that the
operator can discharge this water at regular intervals.
Small amounts of water contained in the oil at the high
temperatures in and around the injector system may
flash into steam, causing pitting and erosion of the
precision equipment.
the fuel injection system must
develop pressure high enough to inject fuel into
each cylinder
atomize the fuel into a fine mist to promote
combustion
control the quantity of fuel that is being injected
to control the output of the engine
precisely control the timing of fuel injection to
coincide with the power stroke on each
individual cylinder
Precise timing is vital
to make sure that combustion is complete.
Fuel injection must take place from 2 to 10 times
per second for each individual cylinder
Early or late timing results in wastage of fuel and
loss of power output of the engine.
The fuel is injected over a period of time, to
promote ignition and complete combustion of the
fuel.
The time period is extremely short, say, 10
milliseconds as the piston approaches and
moves through top dead center.
Atomization of oil
Achieved by forcing it under high pressure
through a nozzle at the end of the injector
Nozzle contains a number of very fine holes
which are located circumferentially, and also set
at an angle
Result is that the oil is broken down into a very
fine mist as it squirts into the combustion
chamber, forming a cone usually 600 or less
In order to achieve atomisation, high pressure is
required, and the oil must be of low viscosity
Heavy oil/residual oil needs to be heated before
being supplied to the fuel injection system
Basic fuel pump
individual pump System
individual injector pumps are used for each
separate cylinder
All driven by a common fuel camshaft.
Each injector pump is connected by high
pressure oil piping to its corresponding injector
nozzle
Injector systems work with high pressure in the
range of 2,500 to 4,000 psi
Plunger type injector pumps are normally used
Precision Equipment
The equipment must be capable of metering and
delivering the fuel at the correct pressure and precise
time
The volume of fuel injected into the cylinder is often less
than the volume of a small pin head
Variation between cylinders must not exceed 2%
The injector system is a high-precision unit
Very close limits and small clearances [for example, the
clearance between plunger and barrel is less than 0.003
mm (0.0001 in)]
Clean fuel, regular replacement of filters, and close
attention to cleanliness during overhaul of equipment is
essential
Fuel system components
1 Injector
2 High pressure
fuel lines
3 Return line
4 Bleed screw
5 Fuel pump
6 Bleed screw
7 Filter housing
8 Lift pump
9 Fuel tank
10 Primary filter
11 Secondary filter
The pumping element
A steel plunger moving
through a constant stroke
reciprocates inside a close-
fitting steel barrel.
The plunger is partly machined
away to produce a control helix
and vertical groove.
Partial rotation of the plunger
varies the output from zero for
stopping the engine, to
maximum for starting.
Between these limits a variable
supply of fuel is necessary to
meet the engine power and
speed requirements
Fuel pump details
Fuel pump adjustment
A When the plunger is at
b.d.c. the depression in the
pump chamber causes fuel to
enter both ports.
B This position, known
as the point of port closure (or
spill cut-off with this type of
pump), is generally regarded
as the theoretical point of
injection. Both ports have
been covered, and so the
ascending plunger raises the
pressure of the fuel to produce
injection.
Fuel pump adjustment
C 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 Rotation of the
plunger causes the helix
to uncover the spill port
either earlier or later, to
give less or more fuel
respectively.
Fuel pump adjustment
E Moving the
plunger to make the
vertical groove
coincide with the spill
port means that the
port will remain open;
therefore no fuel will
be delivered and the
engine will come to
rest.
The 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
that runs the length of the
pump. By moving the
quadrant relative to the
sleeve, the output from
each element can be
calibrated or equalised.
Section through injector
1 Fuel inlet
2 Taper face
3 Adjusting (compression)
screw
4 Spring cap nut
5 Valve spring
6 Valve spindle
7 Nozzle cap nut
8 Needle valve
9 Fuel inlet connection
10 Leak-off connection
11 Special copper washer
12 Protecting cap
Injectors
Nozzle controlled by fuel pressure from the injector
pump.
As this pressure exceeds the tension of the spring, it
acts against the taper face of the needle which lifts it off
its seat
Allows fuel to escape past the valve seat and is forced
into the combustion chamber through the injection hole
or holes
Because of the high fuel pressure required to lift the
needle, it is possible that some fuel may escape
between the needle and the nozzle body. This is
collected in the main injector body and fed back into the
fuel filter or back to the fuel tank by a leak-off pipe
connected to each injector.
Hole-type nozzles
These may be single or multi-
hole - up to 12 holes
Hole sizes from 0.2 mm
upwards.
Single-hole types may have a
central or offset drilled hole
according to the position in the
combustion chamber
This type of nozzle is usually
found in direct injection
engines
Operating pressures, which
are controlled by spring
tension, are usually adjustable
and vary between 15,000 and
20,000 kN/ m2 (2100 and 3500
lbf/in2).
Injector testing
Back leakage - wear
between the needle
valve and its holder will
allow fuel to leak back
into the injector body
instead of being injected
into the combustion
chamber.
Pressure setting -
correct atomisation of
the fuel will be achieved
only when the spring
tension is correct.
Injector testing
Sprayform - mixing of the atomised
fuel with the compressed air in the
combustion chamber can be achieved
efficiently only when the hole or holes
in the tip of the nozzle give the correct
spray patterns. Holes may be blocked
with carbon or dirt.
Seat tightness - an important function
of the injector that prevents the
emission of black smoke from the
exhaust is that the needle returns
quickly back to its seat to maintain an
efficient seal. Because the injector
pipes are maintained at a pressure
just below opening pressure, any
'dribbling' of fuel into the combustion
chamber will quickly form carbon
deposits and emit black -smoke from
the exhaust.
The common rail system
Reduce high pressure oil leaks
Eliminates the high pressure oil piping
Combine each injector fuel pump with its injector nozzle
in one unit at the cylinder head
Unit injectors draw oil as required from the nearby oil
supply manifold
Fed from the fuel supply pump at a pressure of, say 20
to 50 psi
The injector unit itself is mounted in the cylinder head
and it is operated by a pushrod and rocker arm
arrangement from the camshaft
The common rail system
The fuel is pumped from the
tank by a low pressure pump
to the injector located at each
engine cylinder
Most of the fuel returns from
the injector to the tank
Some fuel, however, passes
through the metering orifice
into the cavity under the
injector plunger
The injector lever, driven by
the camshaft, pushes the
injector plunger down and
forces the fuel under high
pressure into the cylinder
The common rail system
Injector is placed so as to receive
maximum cooling
Excess oil with re-circulation of
spillover helps cool the injector
internals
It is vital that the oil be
completely clean and free of
foreign materials
For this reason, oil filters are
located throughout the injection
system
Oil filters must be changed
regularly and it is always worth
while to inspect the filter to
compare the material removed
over a period of time.
The unit injector
The individual fuel pumps
are of the reciprocating
plunger type. Each
incorporates a rotating
outer sleeve, in which the
position of a spill port
relative to a helix
machined in the plunger
is adjusted by rotation to
effect variation in the
quantity of fuel delivered
per stroke.
The unit injector
Governor Principal
The governor controls the speed of the
internal combustion engine
In the diesel engine it controls the amount
of fuel being injected into the cylinder on
each power stroke (by turning the plunger
in the fuel pump)
Mechanical governor
Mechanical governor
The simple governor
basically consists of
spring loaded flyweights
driven by gearing from
the engine crankshaft.
The spinning weights
produce centrifugal force
that is balanced by the
spring. Upon change in
speed the weights will
move the throttle valve
(or plunger element) by
means of a linkage.
Governor in the common rail
system
Hydraulic governors
Very sensitive and quick to react to changes in speed.
Flyweight’s centrifugal force does not act straight on the
fuel control mechanism,
The speeder ring is linked to a small pilot valve that
controls oil flow to and from the fuel control servo motor.
The force required to control the pilot valve is very small
so small flyweights can replace the larger weights
required on the mechanical governor.
The small flyweights will have a lot less inertia and make
them much more sensitive and quick to react than the
large flyweights of the mechanical governor.
Summary of injection systems
individual injector pumps for each cylinder
feeding individual nozzles, (D3306)
individual unit injectors which combine
pump and nozzle into one cylinder head
fitting.(D3512)