Fuel Systems

INTRODUCTION
Discussion of the fuel system begins with the opening through which the fuel flows into the fuel tank of the vehicle or
equipment. It is at this point that abrasive dust enter most fuel system.
The supply of fuel must be free of water and contaminants.
Basic functions
The fuel injection system of any diesel engine must perform the following basic functions.
1. Store, clean and transfer fuel.
2. To meter the quantity of fuel required at all loads and speeds and to equalize the fuel quantity delivered to
each cylinder to ensure equal power between cylinder to ensure equal power between cylinders of multiple
cylinder engines
3. To start injection at the right time within the cycle of the engine in relation to load and speed.
4. To ensure quick beginning and ending of injection so that the injected fuel is evenly atomized.
5. To inject the fuel at the rate necessary to control both combustion and pressure in the cylinder.
6. To direct, distribute and atomize the fuel uniformly as required by the combustion chamber design
Simply the fuel system delivers clean fuel at the right time and in the right quantity to meet engine horsepower
demand.
The amount of fuel an engine burns is directly related to the amount of horsepower and torque generated. In general,
the more fuel the engine receives, the more torque is available at the flywheel.
The fuel system components match fuel delivery to engine horsepower demand by altering how much fuel is injected
and when it is injected.
These functions are handled by the heart of the fuel system; the fuel injection pump.
Types of fuel systems
Two basic types of fuel injection systems are used today, with many variations of each type.
1. Pump and Lines - A gear or cam driven high pressure pump which supplies highly pressurized fuel by way of
high pressure lines to injector nozzles for atomization and injection.
2. Unit Injector – A gear or cam driven low pressure pump which supplies fuel to each cylinder unit injector. The
unit injector then highly pressurizes, atomizes and injects the fuel.
Recently, the control of fuel injection has begun to shift from mechanical control to computerized electronic control. No
matter what type of system you are concerned with, it is very important that each component be serviced properly in a
clean and dust free environment.
DIESEL ENGINE OPERATING CONDITIONS
Normally, an engine is operating under load. The governor determines what engine RPM is correct for the applied load and
the control system gives more or less fuel to provide the required RPM. With an efficient design, a timing advance
mechanism senses the increase or decrease in RPM and modifies the fuel injection cycle to start the burn window at the
correct degree of crankshaft rotation.
1. Low Idle Speed
Low idle is the lowest speed at which the engine is allowed to run under no load.
2. High Idle Speed
High idle is the maximum RPM the engine is allowed to run under no load.

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 3. Rated Speed
All Diesel engines are given a rating called full load at rated speed. This is the RPM at which the engine is
operating under full load and the governor flyweights and springs are stabilized to provide a constant RPM.
4. Over-speed
Sometimes engines are operated in such a way that the RPM is forced to exceed the high idle RPM.
5. Lug
Diesel Engines are designed to be loaded past the full load condition. The governor or Electronic Control Module
(ECM) allows fuel to move to the maximum, however the load can be high enough to cause the engine to slow
down.
COMBUSTION
In the diesel engine, cylinder air is compressed to produce a temperature of approximately 540°C (1000°F).
The fuel is injected into this air in very small particles (atomized), under high pressure.
When entering the combustion chamber, these small particles are surrounded with heated air and their surface
commences to evaporate. As the vapour reaches sufficient temperature, combustion commences. With continuing
evaporation and combustion, fresh oxygen is required to support the combustion.
Once combustion has started, the rapid rise in pressure and temperature causes the fuel, still entering the combustion
chamber, to ignite immediately.
Requirement for Complete Combustion
For complete combustion to occur:
1. An adequate supply of air must be available so that it effectively mixes with the fuel.
2. The fuel must be injected into the combustion chamber in a highly atomized condition.
3. Adequate turbulence is required to ensure that all fuel particles come into contact with sufficient oxygen, thus
providing full combustion.
4. The compression temperature must be high enough to ignite the fuel at or near the commencement of injection.

Phases of Combustion (Stages of Combustion)

Figure 14 indicates stages of combustion.

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 1. Delay Period
This is the time taken, after the start of injection, for the first particles of fuel to take in sufficient heat to vaporize
and rise to a temperature hot enough to produce self-ignition.
2. Uncontrolled Combustion
Rapid burning takes place as all fuel particles, injected during the delay period, take in sufficient heat for
combustion. This combustion causes a sudden pressure rise (Diesel knock).
3. Controlled Combustion
Due to the high temperature created during the uncontrolled combustion, the fuel now burns as it enters the
combustion chamber and is controlled by the amount of fuel injected over a given time.
4. After Burning
After the injector ceases to inject fuel, some particles are still to be evaporated and some vapour has not yet found
enough oxygen to create burning. ‘After burning’ is the burning of fuel after injection has ceased.
Methods of Reducing Delay
The delay period is not desired because it can reduce the control of the engine operating conditions. To minimise delay,
the manufacturer may use the following methods to reduce the delay period:
 Correct compression, timing, atomization and engine operating heat range
 Correct fuel cetane rating
 Turbo charging
 Delay type nozzles.
Combustion Terms
Diesel Knock - This is the metallic-like noise which occurs in diesel engines particularly in the low speed range and idle.
The sound is caused by the rapid pressure rise, which results from the uncontrolled combustion phase.
Turbulence - Turbulence is the movement of the compressed air within the combustion chamber to ensure a thorough
mixing of the atomized fuel and air to enable complete burning of the fuel.
Turbulence can be produced by:
1. Induction - Where inlet valves and angled induction ports are designed to promote a swirling motion to the
fresh air charge.
2. Compression
I. By the use of specially shaped piston crown
II. By the use of separate swirl chambers in the cylinder head.
3. Combustion - Where combustion starts in a pre-combustion and flows into the main chamber.
4. Squish Effect
Squish is a form of air turbulence and is the rapid movement of the air from the cylinder walls towards the centre of
the cylinder during the latter stages of the compression stroke in the open chamber design.
5. Masked Valve
The masked intake valve has a deflector on the face side of the valve head which causes the incoming air to flow
in a directed path, causing the air to swirl around the circumference of cylinder. The valve is positioned by a form
of key to prevent it rotating.
Self- Ignition Temperature
Self- ignition temperature is temperature at which fuel will ignite without the aid of an outside spark or flame.

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DIESEL ENGINE FUEL SYSTEM
In this topic we will use the operation of the mechanical fuel system fitted to Caterpillar 3406 engines is. The system is
called the New Scroll Fuel Systems (NSFS).

COMPONENTS

Figure 17 – Basic Fuel System Components Figure 18 – Basic Fuel flow

The various components that are used in a pump and lines system are as listed below and shown in Figure 17 above.
Some of these components are used in the two other types of fuel systems, to be discussed later and these are identified
on the following page:
1. Fuel tank 2. Primary fuel filter and secondary filter 3. Fuel transfer pump 4.Fuel injection pump 5. Governor
6. Timing advance mechanism 7. Air/fuel ratio control 8. Injector fuel line (high pressure) 9. Filter to pump fuel line
(low pressure) 10. Injector 1 1.Fuel return line to tank
Caterpillar 3406 Fuel Flow
Figure 18 is a schematic of the Caterpillar 3406B/C engine fuel system, where the flow of fuel can be followed from
the supply tank to the injector in the cylinder. The transfer pump (8) draws fuel from the fuel tank (5) through the
primary fuel filter (6). The transfer pump then pressurises the fuel and pushes it through the hand priming pump, into
the secondary fuel filter (4), then into the fuel manifold (10) of the fuel injection pump, via the fuel lines (1), under
moderate pressure. A bypass valve inside the fuel transfer pump maintains moderate fuel pressure. With moderate
fuel pressure inside the fuel manifold the fuel is loaded into the cavity of the high-pressure pump.
The high pressure pumps now meter a small amount of fuel and sends it through the high pressure fuel lines to the
fuel injection nozzle (2) at a very high pressure. When the fuel pressure in the high pressure fuel lines gets above
the nozzle opening pressure the fuel is injected into the combustion chamber.
With both very high pressure and very small holes in the tip of the fuel injector nozzle, the fuel is atomized and
allows for complete combustion in the cylinder. Any air and excess fuel are sent out of the fuel manifold through the
return line back to the supply tank. The fuel tank cap on the fuel tank must be vented to atmosphere to keep vacuum
from forming inside the fuel tank.
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Fuel Tank
The fuel tank stores, and cools fuel. They are vented to accommodate changes to level and temperature. Internal baffles
control fuel movement inside the tank. They are in different locations on vehicles and can be sized to give a certain
amount of time of operation on a particular machine.

Primary Fuel Filter

The primary fuel filter removes large debris that often accumulates in the fuel tank. The primary fuel filter is normally
situated upstream of the transfer pump. It usually contains an element, which can be cleaned, and this should be
conducted regularly to improve the life of a secondary filter further up the line and to protect the transfer pump.
Secondary Fuel Filter
Fuel exits the transfer pump and flows into the secondary or final fuel filter. The purpose of the secondary fuel filter is to
remove minute particles and contaminants from the fuel that could damage nozzles or fuel injectors.
Secondary fuel filters are located between the transfer pump and injection pump housing.
Unlike oil filters, the fuel filters have no bypass valves. If fuel filters get clogged, fuel flow stops and the engine will not run.
This protects the engine from dirty fuel.
The secondary fuel filter is changed at regular service intervals and is normally a throw away spin on type filter.
Fuel Priming Pump

Figure 25

Many final fuel filter housings incorporate a fuel-priming pump (Figure 25). This pump removes air and primes
the system when any of the fuel system components, including filters, have been removed for service, or in
cases when the machine has run out of fuel. Air is compressible, any air would interfere with the fuel flow.

Fuel Transfer Pump

Figure 21

The fuel transfer pump draws fuel from the tank through the primary fuel filter. This provides flow throughout the low-
pressure portion of the fuel system. The primary purpose of the fuel transfer pump is to keep an adequate supply of
clean fuel in the injection pump.
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Operation

Figure 22
The fuel transfer pump (Figure 22) is a spring pumping piston type pump, driven by a lobe on the engine camshaft. The
pump supplies the engine fuel requirements, plus an amount that is returned to the tank. It is a single piston, single action
pump with three one-way check valves for: inlet, pumping and outlet.
High Pressure Fuel Lines

Figure 31 Figure 32
On pump and line systems, steel high-pressure fuel lines connect fuel injection pumps to fuel injection nozzles (Figure 31).
Metered quantities of pressurized fuel created by the pump elements travel through the high-pressure fuel lines to the fuel
nozzles, which are located in the cylinder head. The high pressure fuel lines are all the same length to prevent injection
timing variances.
The fuel lines connect each fuel injection pump to its corresponding nozzle by means of a through-the-head (bulkhead)
adapter (Figure 32).
As simple as a fuel line may appear, the design is very important to a correctly functioning fuel system. Some of the
characteristics that affect the design of a fuel line are fuel nozzle orifice size, the length of the fuel line and the inside
diameter of the fuel line.
The inside diameter at the end of a fuel line is usually 0.25mm (0.010”) larger than the inside diameter of the fuel
line. This size difference is needed to allow for alignment between components. Also, since the ferrule is made from
a soft metal, a larger opening is needed because this opening will decrease when the fuel line nuts are tightened.
This soft material is used to ensure a good seal between mating parts.
The angles and bends in the fuel lines on an engine may seem unusual but are necessary. Most current engines
have fuel lines that are the same length to maintain identical injection timing between cylinders in the engine. If one
fuel line is longer than the rest, the extra amount of time it takes to deliver that amount of fuel could change the
time at which the fuel nozzle injects fuel. This timing is critical to engine performance.
Not all lines have the same inside diameter. Because of these diameter differences, it is important the correct fuel
line is used. For identification purposes, all fuel lines have an attached metal tag. The part number of the fuel line is
stamped on this tag. Check the parts book for correct fuel line usage. After a new fuel line is installed, remove this
metal tag to prevent damage to the fuel line.

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Return Line
Most diesel engine fuel systems incorporate a fuel return line. There is always more fuel delivered by the transfer pump
than the engine can use. The return line directs excess fuel back to the tank. The excess fuel continually provides cooling
and lubrication for the fuel injection pump components.
An orifice bleed valve is also installed at the end of the manifold (Figure 38). A passage inside the fuel manifold routes fuel
to the orifice bleed valve. Approximately ten gallons (40 litres) of fuel per hour and all the air in the system are returned to
the supply tank through this valve. This helps to lower the fuel temperature and to eliminate air bubbles in the fuel, which
would reduce horsepower.
The Fuel Injection Pump

Figure 26

From the secondary fuel filter, fuel is delivered to the fuel injection pump (Figure 26).
In a mechanical fuel system, the fuel injection pump (1), combined with the timing advance (2), governor (3)
and fuel ratio control (4) all work together to control fuel injection. These components have a direct effect on
engine performance.
As engine load and engine speed change, varying amounts of fuel must be injected at different times in order
to maintain the proper burn windows. A timing advance unit controls when fuel is injected and the governor
controls how much fuel is delivered to the engine, or duration.
The fuel injection pump is the heart of the fuel system. Understanding how the pump operates is a critical first
step in understanding fuel injection.
In the Caterpillar scroll type fuel systems, the unit injection pumps contain a plunger inside a barrel. The
movement of the plunger inside the barrel against a restriction to flow creates the high pressures required for
injection. This action is created by the fuel pump camshaft.
Camshaft

Figure 27

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The engine front timing gears drive the fuel pump camshaft at a speed that is the same as the engine main camshaft. An
example of a fuel injection pump camshaft is shown in Figure 27. It has several improvements from earlier designs.
These improvements are a larger and heavier camshaft that enable the lobes to be designed to give a faster lift and
shorter fuel injection duration.
This will increase injection pressures to increase the efficiency of the engine; higher output for less fuel with a
corresponding reduction in emissions. The fuel transfer pump, previously discussed, is driven by the eccentric lobe on the
end of the camshaft.

Hydraulic Timing Advance Unit

Figure 27
A timing advance unit advances or retards fuel injection by altering the fuel pump camshaft rotation. Fuel injection
timing can be advanced or retarded. Advanced timing means fuel is injected sooner, retarded timing means fuel is
injected later. As engine speed increases, it is necessary to inject the fuel sooner to allow more time for combustion
i.e. Timing advance. Conversely as engine speed reduces, fuel timing is retarded and therefore injection commences
closer to TDC.
The hydraulic automatic timing advance unit is located under the cover on the front of the engine (Figure 27). The
purpose of the automatic timing advance is to change the point of fuel injection into the cylinders to achieve
optimum combustion as engine speed changes.
Nozzle
Fuel Injectors consist of a nozzle holder and an injector nozzle. The purpose of the nozzle holder is to position and contain the
injection nozzle. The holder assembly also provides fuel passages to and from the injection nozzle; providing a pressure
adjustment mechanism which varies the opening pressure of nozzle valve and provide a means to position the injector securely in
relation to the cylinder head.
There are so many types / designs of nozzle holders. Some of the primary difference are the shank diameter, the method of
connecting the injection and bleed off line to each other, the location and method of pressure adjustment to limit the nozzle valve
lift, and the method used to hold the nozzle holder to the cylinder head.
Nozzles have valves that open when the pressure is high enough. When the valve opens, fuel is atomized and
sprayed into the combustion chamber.
At the end of the injection cycle there is a rapid pressure drop, which causes the valve to close.

The purpose of the injection nozzle is to direct and atomize the metered fuel into the combustion chamber.
Differential type nozzles which open inwardly are the most common. Their design include the short or long reach multi-
hole type, single hole type, standard pintle type, throttling type, and pintaux type.

The multi-hole nozzles are used in engines with direct injection combustion chambers, and the pintle or throttling types
are used in engines with pre-combustion chambers and turbulence chambers.

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Figure 34 Figure 35 Figure 36
From the inlet port of the fuel injection nozzle (Figure 34), fuel flows through the filter screen into the area below the
diameter of the valve.
The upper part of the valve under the spring has a larger diameter. The fuel pressure will act on this larger diameter to
open the valve against the spring pressure (Figure 35).
When the fuel pressure pushing against the diameter becomes greater than the force of the spring, the valve lifts off its
seat. This is known as the Valve Opening Pressure of the fuel injection nozzle. With the valve unseated, the high pressure
fuel will be forced through the nozzle orifices into the combustion chamber.
The ultra-high pressure of the system produces excellent atomizing of the fuel for efficient combustion.
Fuel continues to inject into the cylinder (Figure 36) until the pressure of the fuel against the diameter becomes less
than the force of the spring. At this point the spring will force the valve on its seat, sealing the injection nozzle.
NOTE: The fuel injection nozzle cannot be disassembled or adjusted.

Fuel Metering and Delivery

Figure 40

Figure 39 Figure 41
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As shown in Figure 39 the fuel injection pump consists of the following:

 Bushing  Plunger with scroll

 Rack  Check valve
 Return spring  Fill port
 Lifter assembly  Barrel
 Camshaft lobe  Spill port.
 Gear segment

The fuel pump housing contains a series of pump elements which are driven by the fuel pump camshaft. There is one
element for each cylinder of the engine.
The area shown in Figure 40 is a cutaway of the engine side of the NSES fuel injection pump housing. This cutaway shows
a complete unit pump in the centre and a cutaway pump on the right. The relationship of the pump groups and the rack as
the gear segment engages the rack can be seen. Also note the lifters and return springs.
The bushing secures the pump assembly in the housing and the O-ring seal prevents leaks. The heavy duty return spring
pushes down on the lifter assembly to assure constant contact with the camshaft lobe.
Figure 41 shows that each lifter has a guide pin to aid in aligning the gear segment to the rack when installing pumps.
A spacer ring provides a long wearing seating surface for the pumps, and insures that all the pumps are seated at the
same position. The spacer rings are the same thickness so the setting for the point of injection is determined during
manufacture. Therefore fuel pump height setting is not necessary.

Fuel Injection Pump Operation

Figure 42

At the beginning of the cycle, the return spring is holding the lifter down on the base circle of the cam lobe (Figure 42).
Since the plunger is attached to the lifter, it will be down in the barrel. The fill and spill ports are both open.
Fuel pressure in the manifold will cause fuel to flow in and fill the area of the barrel above the plunger.

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 Figure 43 Figure 44

As the camshaft rotates, the cam lobe will move the lifter and plunger upward (Figure 43). The upward movement of the
plunger in the barrel will first close the spill port then the fill port. As the fill port closes, the effective stroke and fuel
pressurization starts.
Pressure rises rapidly with the upward movement of the plunger (up to 15,000 psi or 103,420 kPa maximum). When the
pressure in the barrel reaches 100 psi (690 kPa), the check valve will lift off its seat allowing fuel to flow into the injection
line (Figure 44).

Figure 45 Figure 46

As the plunger nears the top of its stroke in the barrel, the scroll recess on the plunger will uncover the spill port. This
ends the effective pump stroke. High pressure fuel in the barrel will immediately escape from the chamber through
the spill port into the pump housing manifold (Figure 45).
As pressure in the barrel drops, the check valve will seat (Figure 46). This traps high pressure fuel in the injector line.
To control this line pressure, the reverse flow check valve opens and allows pressure in the line to escape into the
barrel.
The reverse flow check valve remains open until the pressure in the line drops to 1000 psi (6900 kPa). At this
pressure the valve will close trapping the remaining pressure in the line.

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Fuel Metering
In the previous pump cycle, the scroll did not uncover the spill port until the plunger had made a complete stroke. Thus, the
maximum quantity of fuel was injected into the cylinder and the engine would be at full throttle.
The plunger makes the same length of stroke every cycle. The variations, or metering the amount of fuel being injected, is
accomplished by rotating the plunger.

Figure 47 – Left: Full Rack Right: Idle Rack Figure 48

At full throttle, the bottom part of the scroll uncovers the spill port at the end of the stroke and the maximum quantity of fuel
is injected (Figure 47, left).
To operate the engine at idle speed, the plunger is rotated clockwise so the top of the scroll uncovers the spill earlier in the
stroke (Figure 47, right). The area of the scroll in between idle and full throttle provides a variable effective stroke for
smooth efficient throttling of the engine.
If the plunger is rotated completely clockwise, the slot in the plunger aligns with the spill port and no pumping action is
possible. This position is used to stop the engine.

To control the rotation of the plunger, a gear segment attached to the bottom of the plunger is meshed with the rack in the
pump housing (Figure 48). Forward to back movement of the rack rotates the plunger. The six plungers in the pump
housing are synchronized with the rack to provide precise uniform metering of the fuel. Movement of the fuel rack is
controlled by the governor assembly.

Figure 49 Figure 50 Figure 51

Figure 49 is another view of the gear and the rack. Rack movement rotates the plunger in the pump barrel and
changes the relationship of the scroll to the spill port.
Fuel released through the spill port is highly pressurized. To prevent erosion of the pump housing, a hollow steel dowel
directs the fuel from the spill port to the fuel manifold (Figure 50).
The fuel which comes out of the dowel hits a steel cover plate (Figure 51). These highly pressurized fuel pressure pulses
cause polish spots that are lined up with the spill ports on the manifold cover plate of the 3406B/C fuel system.
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Figure 52

During the pump stroke, a high pressure bleed back passage aligns with the groove around the barrel and the
plunger during injection to prevent diluting the engine oil (Figure 52, left).
When the engine is shut off, a small groove in the face of the check valve allows the 1000 psi pressure in the fuel line
to bleed off (Figure 52, right).
GOVERNOR
Basic Governor Operation
The mechanical governor is the simplest of the various types of governors. Besides the mechanical governor,
Caterpillar engines use servo-mechanical governors, hydraulic governors and electronic governors.
WARNING: Never operate a diesel engine without a governor controlling it.
This warning – “never operate a diesel engine without a governor controlling it” – is concerned with one of the purposes of
governors: to prevent engine over-speeding. Governors also keep the engine at the desired speed and increase or
decrease engine power output to meet load changes.
If the fuel rack of a diesel engine was in the full “ON” position without a load, and without the governor connected, the
engine speed might climb and exceed safe operating limits before it could be shut down. The engine may be seriously
damaged by over-speeding.
Hydro-mechanical Governor
The 3406B has a full range hydro-mechanical governor. This is a governing system that uses engine oil, or its own
lubricating oil pressure, to support the action of a mechanical control – any mechanical governor assisted by a hydraulic
servo. The hydraulically assisted governor maintains a nearly constant engine speed even over rolling terrain. Reacting to
throttle position and engine power requirements, it maintains desired engine RPM by rapid and precise positioning of the
fuel rack.

Figure 59 Figure 60

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A few of the components in the governor are (Figure 59):

1. Flyweights 2. Hydraulic servo valve 3. Fuel injection pump camshaft 4. Riser 5. Governor spring 6. Pivoting lever 7.
Spool 8. Rack
Other components of the governor, shown in Figure 60 are:
1. Sleeve 2. Piston 3. Dash pot 4. Governor control lever 5. Stop collar 6. Full torque setting screw 7. Full load setting
screw 8. Stop bolt

Figure 61

The flyweight carrier assembly is bolted directly to the fuel injection pump camshaft (Figure 61, left).
There are four flyweights turning at one-half engine speed. As engine speed increases, centrifugal force moves the
flyweights out, pushing the riser against the governor spring pressure.

The governor control lever moves the governor spring seat (Figure 61, right) and spring towards the flyweights to
increase engine speed (the governor control lever is connected to the vehicle throttle pedal). The force of the
governor spring is always trying to increase the speed of the engine, while the force from the flyweights try to
decrease engine speed. During normal operation there will be a balance between governor spring force and flyweight
force.

Figure 62
The riser is mounted on the flyweight shaft between the governor spring and the flyweights. The riser transfers the
movement of the governor to the fuel rack through a pivoting lever (Figure 62, left).
The fuel rack is connected to the pivoting lever through a servo valve (Figure 62, right). The servo provides a power
assist to the movement of the rack, utilizing engine oil pressure.
The servo valve is necessary because a large force is required to move the rack and turn the gear segments and
plungers in the fuel injection pump. Without a “boost” from the servo, the governor spring and flyweight assembly
would need to be very heavy. This would result in a large force to move the accelerator and the governor control
lever.
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Servo Operation

When the governor control lever (operated by the pedal throttle) is moved to increase fuel, the force of the governor spring
moves the riser forward. The pivoting lever pulls the valve spool in the servo valve in the ‘Fuel On’ direction.
This valve spool movement blocks the oil passage in the piston and opens the drain passage behind the chamber.
Pressurized engine oil from the oil inlet forces the piston and the rack to the left. Oil behind the piston goes through the oil
passage, beside the valve, and out the drain passage.
When the movement of the piston and rack catch up to the position the valve spool, the passage in the piston will
open. This provides a temporary “hydraulic lock” and the rack will remain in this position.
When the governor position changes to slow the engine, the pivoting lever will push the valve spool to the right. The
piston port will remain open and the drain passage will close. This allows oil to pressurize both sides of the piston.
Since there is more effective area on the back side of the piston, the oil pressure will force the piston and rack to the
right.
As the piston and rack move to the right, they will catch-up to the position of the valve spool. This will provide a
“hydraulic lock” and rack movement will stop at this position.
When the governor spring and flyweights are balanced, the servo will also be in a balanced (on movement) condition.
As the governor spring seat moves to the full ‘Fuel On’ position, it will come into contact with the stop bolt. The stop
bolt assembly contains the full torque setting screw, and the load setting screw.
The set point occurs when the governor control lever is in contact with the high idle stop screw, the governor spring is
compressed and the full load screw is just touching the torque spring.
As load is added to the engine, RPM decreases and the flyweights move in. The governor spring will move the riser to the
right and the rack will move in the ‘Fuel On’ direction. The full load setting screw will now be in firm contact with the torque
spring. The torque spring will now control further movement of the fuel rack. This is a full load point.
If more load is added, the engine will run in a lug condition. This occurs when the load placed on the engine is greater than
the horsepower output at the full load point. When RPM decreases due to the added load, the force of the governor spring
will move the riser further to the right. As the stop bolt is pulled forward, the full load setting screw will bend the torque
spring and the rack can move further to the ‘Fuel On’ direction.
This movement is stopped when the full torque setting screw contacts the stop bar. This is the
maximum fuel position for this torque rise setting.
At start up, when the flyweights are collapsed, the over fueling spring moves the riser to the right. This causes the pivoting
lever to move the sleeve and spool, and the rack is pulled in the ‘Fuel On’ direction (Figure 67, left). This provides
additional fuel for engine start-up. After the engines starts this spring has no effect on operation.
Fuel Ratio Control

Figure 69
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Another governor component that effects operation is the fuel ratio control. The fuel ratio control is only fitted to
turbo charged engines.
The fuel ratio control mounts on the rear of the governor housing (Figure 69, left). Its purpose is to limit smoke
and reduce fuel consumption during rapid acceleration. It does this by limiting rack movement in the ‘Fuel On’
direction until there is enough air (turbo boost pressure) to allow complete combustion in the cylinders.
A stem extending out of the fuel ratio control (Figure 69, right), fits in a notch in a lever which contacts the end of
the spool in the servo valve. With the engine stopped, there is no engine oil pressure and the stem is in the fully
extended position. The movement of the rack is not restricted by the stem.
As engine speed increases, so will turbocharger boost pressure. A line connecting the intake manifold with the diaphragm
chamber allows the boost pressure to act on the diaphragm. This pressure on the diaphragm pushes the internal valve to
the right closing the drain port in the stem. Oil pressure will now push the piston to the left. The stem now contacts the
lever and limits the rack movement in the ‘Fuel On’ direction.
When the governor control is moved to increase fuel to the engine, the stem limits the movement of the rack in the
‘Fuel On’ direction. The oil in the chamber acts as a restriction to the movement of the stem.
The stem will resist rack movement until there is an increase in boost pressure.
As the boost pressure increases, the diaphragm will move the valve to the right and allow oil pressure in the oil
chamber to flow to the body drain port. Loss of oil pressure behind the piston allows the spring to move the stem to
the right. The governor can now continue moving the rack in the ‘Fuel On’ direction (Figure 71, right).
The fuel ratio control is designed to restrict the fuel until the air pressured in the inlet manifold is high enough to
support complete combustion. This prevents large amounts of exhaust smoke caused by over-fueling.
Fuel Shut off Solenoid

Figure 72
When the engine’s electrical system is energized (key ON), the fuel shut off solenoid is activated. The solenoid
retracts and allows unrestricted rack movement.
This is known as an ‘energize to run’ solenoid (Figure 72, left). Some engines use an “energies to shut off” solenoid,
which are activated when the electrical system is shut down.
When the electrical system is shut down (key OFF), the solenoid is deactivated and movement of rack is prevented in
the ‘fuel on’ direction (Figure 72, right).
The shut off solenoid will stop the engine even if the governor is in the full ‘fuel on’ position. The broken link spring on
the servo valve allows the valve to be moved to the ‘fuel off’ position regardless of the position of the servo sleeve.

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