Document preparation by Rohan Perera

COMPRESSION IGNITION ENGINES (43)

Compression Ignition engines are mostly used in marine applications, power generation and heavier
transportation vehicles. Here, in a typical four-stroke cycle, air is drawn into the cylinder in the intake stroke
and then compressed during the Compression Stroke. At near maximum compression, finely atomized diesel
fuel is sprayed into the hot air, initiating auto-ignition of the mixture. During the subsequent power stroke,
the expanding hot mixture does work on the piston, then the burnt gases are purged during the exhaust
stroke.

The term DIESEL engine is used to identify CI engines commonly and it is an intermittent-combustion
piston-cylinder device. It operates on either a two-stroke or four-stroke cycle; however, unlike the spark-
ignition gasoline engine, the diesel engine induces only air into the combustion chamber on its intake stroke.
Diesel engines are typically constructed with compression ratios in the range 14:1 to 22:1.

We have already discussed the fuel system of Spark Ignition Engines.

The diesel engine gains its energy by burning fuel injected or sprayed into the compressed, hot air charge
within the cylinder. The air must be heated to a temperature greater than the temperature at which the
injected fuel can ignite.

In a diesel engine, fuel is introduced as the piston approaches the top dead centre of its stroke. The fuel is
introduced under high pressure either into a pre-combustion chamber or directly into the piston-cylinder
combustion chamber. With the exception of small, high-speed systems, diesel engines use direct injection.

FUEL INJECTION SYSTEM IN IC ENGINES

Fuel injection is a system for mixing fuel with air in an internal combustion engine. It has become the
primary fuel delivery system used in gasoline automotive engines, having almost completely replaced
carburetors in the late 1980s.

A fuel injection system is designed and calibrated specifically for the type(s) of fuel it will handle. Most fuel
injection systems are for gasoline or diesel applications. With the advent of electronic fuel injection (EFI), the
diesel and gasoline hardware has become similar. EFI's programmable firmware has permitted common
hardware to be used with different fuels. Carburetors were the predominant method used to meter fuel on
gasoline engines before the widespread use of fuel injection. A variety of injection systems have existed
since the earliest usage of the internal combustion engine.

The primary difference between carburetors and fuel injection is that fuel injection atomizes the fuel by
forcibly pumping it through a small nozzle under high pressure, while a carburetor relies on low pressure
created by intake air rushing through it to add the fuel to the airstream.

The fuel injector is only a nozzle and a valve: the power to inject the fuel comes from a pump or a pressure
container farther back in the fuel supply

We have already discussed the fuel system and its components in the SI Engine. Now let us discuss the fuel
supply and injection system of CI Engines

Diesel Fuel Injection

One big difference between a diesel engine and a gas engine is in the injection process. Most car engines use
port injection or a carburetor. A port injection system injects fuel just prior to the intake stroke (outside the
cylinder). A carburetor mixes air and fuel long before the air enters the cylinder. In a car engine, therefore,
all of the fuel is loaded into the cylinder during the intake stroke and then compressed. The compression of
the fuel/air mixture limits the compression ratio of the engine -- if it compresses the air too much, the
fuel/air mixture spontaneously ignites and causes knocking. Because it causes excessive heat, knocking can
damage the engine.

Diesel engines use direct fuel injection -- the diesel fuel is injected directly into the cylinder.

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(44)
The injector on a diesel engine is its most complex component and has been the subject of a great deal of
experimentation. In any particular engine, it may be located in a variety of places. The injector has to be
able to withstand the temperature and pressure inside the cylinder and still deliver the fuel in a fine mist.
Getting the mist circulated in the cylinder so that it is evenly distributed is also a problem, so some diesel
engines employ special induction valves, pre-combustion chambers or other devices to swirl the air in the
combustion chamber or otherwise improve the ignition and combustion process.

Some diesel engines contain a glow plug. When a diesel engine is cold, the compression process may not
raise the air to a high enough temperature to ignite the fuel. The glow plug is an electrically heated wire
(think of the hot wires you see in a toaster) that heats the combustion chambers and raises the air
temperature when the engine is cold so that the engine can start.

Diesel fuel injection system

The diesel fuel injection system consists of a fuel injection pump, an injection nozzle, a feed pump, a fuel
filter and a high-pressure pipe. The fuel injection pump pressurizes fuel to high pressure and then sends it
via the high-pressure pipe to the injection nozzle, which injects the fuel into the cylinder. The feed pump
sucks the fuel from the fuel tank and the fuel filter of course filtrates the fuel. Some types of fuel tanks have
a fuel sedimentor at the bottom of the filter to separate water content from the fuel.

The fuel injection system has four functions:

1). feeding the fuel,
2). adjusting the fuel quantity,
3) adjusting injection timing and
4) atomizing the fuel

Feeding fuel
Pump elements such as the cylinder and the plunger are built into the injection pump body. The fuel is
compressed to high pressure when the cam lifts the plunger. Then it is sent to the injector.

Adjusting fuel quantity

Adjusting the fuel quantity is performed by a combination of the pump's adjusting mechanism and governor.

Adjusting injection timing

A certain period of time is required between the point when the fuel is injected, ignited and combusted and
the point when the maximum combustion pressure is reached. This is due to ignition delay.This period of
time is almost constant, irrespective of the engine speed. Therefore a timer is used to adjust and change
injection timing. In this way the optimum combustion is obtained to the change in engine speed.

Atomising fuel
Fuel is pressurised by the injection pump and then atomised from the injection nozzle. Accordingly, the fuel
thoroughly mixes with air, thus improving ignition. The result is complete combustion. The injection nozzle is
secured by the nozzle holder and is mounted on each cylinder of the engine.

Fuel injection systems

1). Air Blast Injection( Air Injection)

Diesel's original engine injected fuel with the assistance of compressed air, which atomized the fuel and
forced it into the engine through a nozzle (a similar principle to an aerosol spray). The nozzle opening was
closed by a pin valve lifted by the camshaft to initiate the fuel injection before top dead center (TDC). This is
called an air-blast injection. Driving the three stage compressor used some power but the efficiency and
net power output was more than any other combustion engine at that time.

2). Soild Injection

Diesel engines in service today raise the fuel to extreme pressures by mechanical pumps and deliver it to the
combustion chamber by pressure-activated injectors without compressed air. With direct injected diesels,
injectors spray fuel through six or more small orifices in its nozzle. With much higher pressures and high
technology injectors present-day diesel engines use the so-called solid injection.
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Solid Injection Systems employ a piston to eject diesel fuel that is trapped in a closed chamber.
This fuel when injected through a nozzle becomes atomized in the form of a spray. The piston is commonly
pushed by the cam through a push rod and rocker arm mechanism. These are employed in diesel engines in
one of several following ways

Types of Soild Injection Systems

1). Common rail direct injection

The common rail system, as the name suggest, is a system which is common for every cylinder or unit of the
marine engine.

Marine engines of the early times had a fuel system, wherein each unit had its own jerk pump and the oil
pressure was supplied through the jerk pumps.

However, in common rail system all the cylinders or units are connected to the rail and the fuel pressure is
accumulated in the same.

Early Mechanical type Common rail systems like

distributor systems, have a central pump, but
the metering and timing of injection is done
individually for each cylinder.

This is done using the push rod and rocker arm

to open the valve that lets the high pressure fuel
into the injector.

The valve is kept open long enough for the

required fuel amounts to pass through.

A common rail diesel engine is as similar as a

conventional diesel engine, only difference being
the fuel injection system(FIS).

The common rail direct injection system uses

electronic circuits to control the amount of fuel
that is injected in to the cylinder.

Also the time of injection(TI), Start of injection

(SOI), Injection quantity (Q), and the injection
pressure (P) are all accurately controlled with
ecu in this technology.

A high pressure pump(HPP), driven from Engine

shaft, is used to pump in high pressure fuel from
the tank and deliver it to the common rail.

A common rail is nothing but a hollow shaft to which the fuel is delivered and maintained at a very high
pressure of about 2000 bar. during the firing sequence of that particular cylinder, the high pressure
electronically operated injector will be opened and fuel with a pressure of about 2000 bar is injected in to
the cylinder.

This high pressure fuel cloud will be atomised completely and leads to complete combustion of the fuel, thus
avoiding emission.

Speaking about the fuel injection system, the common rail system was launched even before the jerk pumps,
but was also not successful because of few drawbacks. However, because of some latest advancement in
technology and electronics, the common rail system has gained popularity.

The common rail engines are also known as smokeless engines as fuel pressure required for combustion is
same for all loads or rpm of the engine.
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Advantages of Common Rail over Conventional Jerk Pump System

The following are the advantages of the common rail system:

1) Same injection pressure for the engine at all loads or rpm which is not possible in jerk pumps as the later
is dependent on the engine speed.
2) Injection timing can be varied during running of the engine, whereas in conventional system the engine
has to be stopped and setting for timing has to be changed.
3) The design of common rail is simple as there are no individual fuel pumps and cams for each fuel pump
are also removed.
4) The common rail gives smokeless operation whereas in conventional system smokeless operation is only
during high rpm.
5) Reduced maintenance is required because of less number of pumps and increased efficient combustion
time between overhauls.

( Modern System) Electronic Common Rail Direct Injection (CRD)

In this system, a high-pressure pump pressurizes fuel at up to 2,000 bar (29,000 psi), in a "common rail".

The common rail is a tube that supplies each computer-controlled injector containing a precision-machined
nozzle and a plunger driven by a solenoid or piezoelectric actuator .

Each fuel injector is mounted directly above the piston within the cylinder head (there is no pre-chamber)
and is connected to the fuel rail by rigid steel lines that can withstand the high pressure.

This high pressure allows for a very fine injector orifice that completely atomizes the fuel and precludes the
need for a pre-chamber.

Like the fuel pump, the injectors are also controlled by the engine computer and can be fired in rapid
succession several times during the injection cycle.

With this precise control over injector firings, smaller, staggered quantities of fuel delivery (5 or more) can
be timed over the course of the power stroke to promote complete and accurate combustion.

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2). Unit direct injection ( UNIT INJECTOR FUEL SYSTEMS )
Unit Injector is a direct fuel injection system for diesel engines; combining the injector nozzle and the
injection pump in a single component, the pump of which is (usually) driven by the engine camshaft. Design
of the Unit Injector eliminates the need for high pressure fuel pipes, and with that their associated failures,
as well as allowing for much higher injection pressure to occur.

SYSTEM COMPONENTS AND OPERATION

In the unit injection system, fuel is
drawn from the fuel tank as shown in
the figure through the strainer by the
fuel pump. From the fuel pump, the
fuel is forced under pressure through
the fuel filter. From the fuel filter, the
fuel is forced into the inlet manifold
and to the inlet side of the injectors.
Excess fuel or fuel not used in engine
operation is returned through the
outlet manifold to the fuel tank
through the fuel return line.

The fuel manifolds are cast as an

integral part of the cylinder head. The
elbow or fitting from the outlet fuel
manifold has a restricted opening to
maintain the proper pressure within
the fuel system. The injectors are
located in the cylinder head and are
protected by the valve rocker cover.
Fuel connectors in the cylinder head
connect the injectors to the fuel
manifolds with fuel inlet and outlet pipes delivering fuel to and from the injectors.
NOTE: Fuel manifolds are an integral part of the cylinder head.

Injector Mounting.

Unit injectors combine the injection pump, the

fuel valves, and the nozzle in a single housing to
eliminate the high pressure lines. These units
provide a complete and independent injection
system for each cylinder and are mounted in the
cylinder head with their spray tips slightly below
the top of the inside surface of the combustion
chambers. A clamp, bolted to the cylinder head
and fitted into a machined recess in each side of
the injector body, holds the injector in place in a
water cooled copper tube which passes through
the cylinderhead. The tapered lower end of the
injector seats in the copper tube, forming a tight
seal to withstand the high pressures inside the
cylinders.

Injector Operation.

The cross section of a typical unit injector shows

the various parts. Fuel oil is supplied to the
injector at a pressure of about 20 psi and enters
the body at the top through the filter cap. After
passing through the fine-grained filter element in the inlet passage, the fuel oil fills the ring shaped supply
chamber between the bushing and the spill deflector. The plunger operates up and down in this bushing, the
bore of which is connected to the fuel supply in the ring shaped chamber by two funnel-shaped ports, one on
each side at different heights.
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The injector rocker arms are actuated through push rods from the engine camshaft. The motion of the
injector rocker arm is transmitted to the plunger by the follower, which bears against the return spring. In
addition to this reciprocating motion, the plunger can be rotated in operation around its axis by the gear,
which is in mesh with the control rack.

Each injector control rack is connected by

an easily detachable joint to a lever on a
common control tube which, in turn, is
linked to the governor and throttle. For
metering purposes, a recess with an upper
helix and a lower helix or a straight cutoff
is machined into the lower end of the
plunger. The relation of this upper helix
and lower cutoff to the two ports changes
with the rotation of the plunger. As the
plunger moves downward, the fuel oil in
the high pressure cylinder or bushing is
first displaced through the ports back into
the supply chamber until the lower edge of
the plunger closes the lower port.

The remaining oil is then forced upward

through the center passage in the plunger
into the recess between the upper helix
and the lower cutoff, from which it can
flow back into the supply chamber until
the helix closes the upper port. The
rotation of the plunger, by changing the
position of the helix, retards or advances
the closing of the ports and the beginning
and ending of the injection period. At the
same time, it is increasing or decreasing
the desired amount of fuel which remains
under the plunger for injection into the
cylinder.

FIGURE 30. PLUNGER POSITIONS FROM NO INJECTION TO

FULL-LOAD INJECTION
Figure 30 shows the various
plunger positions from no-
injection to full-load injection.
With the control rack pulled
out completely (no-injection),
the upper port is not closed
by the helix until after the
lower port is uncovered. With
the control rack in this
position, all the fuel charge is
forced back into the supply
chamber and no injection of
fuel takes place.

With the control rack pushed

in completely (full-load), the
upper port is closed shortly
after the lower port has been
covered, thus producing a full effective stroke and maximum injection. From the no-injection position to full-
load position (full rack movement), the contour of the helix advances the closing of the ports and the
beginning of injection. Document preparation by Rohan Perera
 Document preparation by Rohan Perera
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FIGURE 31. FOUR POSITIONS OF THE INJECTOR DURING DOWNWARD TRAVEL

Figure 31 shows
various positions
for downward
travel of the
plunger with the
rack in a fixed
position.

On the
downward travel
of the plunger,
the metered
amount of fuel is
forced through
the center
passage of the
valve assembly,
through the
check valve, and
against the
spray tip valve.
When sufficient
fuel pressure is built up, the spray tip valve is forced off its seat and fuel is sprayed through several small
orifices (or holes) in the spray tip and atomized in the combustion chamber.

The check valve prevents air leakage from the combustion chamber into the fuel system if the spray tip valve
is accidentally held open by a small particle of dirt, allowing the injector to operate until the particle works
through the valve. On the return upward movement of the plunger, the high pressure cylinder is again filled
with oil through the ports.

The constant circulation of fresh cool fuel through the injector which renews the surplus fuel supply in the
chamber, helps to maintain even operating temperature of the injectors. It also effectively removes all traces
of air which might otherwise accumulate in the system. The amount of fuel circulated through the injector is
in excess of maximum needs, thus ensuring sufficient fuel for all conditions.

3). Individual pump and nozzle system

In Individual pump systems, for every cylinder, there is one fuel pump and one injector nozzle. Thus there
are as many cams which push the respective plungers in the pumps which also meter the fuel amount.

The system components are

An Injection Pump

Fuel Injection Pump is the device that pumps fuel into the cylinders of a diesel engine. Traditionally, the
pump is driven indirectly from the crankshaft by gears, chains or a toothed belt (often the timing belt) that
also drives the camshaft on overhead-cam engines ( OHC ). It rotates at half crankshaft speed in a
conventional four-stroke engine. Its timing is such that the fuel is injected slightly before top dead centre of
that cylinder's compression stroke.A separate pump is used for each cylinder of the engine.
The injection pump meters the fuel, delivers it to the injection nozzle, and supplies the energy through
hydraulic pressure of the fuel oil for the injection and atomization of fuel at the injection nozzle.

The fuel injection nozzle. (INJECTOR)

The fuel injection nozzle contains a check valve which may be either needle type or spherical head type.
The valve is opened for injection by hydraulic pressure from the injection pump which acts on the differential
area of the valve. The pump plunger forces fuel oil through the orifices of the spray tip, atomizing the fuel
delivered into the combustion chamber. The injection is timed at the pump, not at the injection nozzle.
Document preparation by Rohan Perera
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High-pressure fuel oil lines. (50)

Valve opening pressures up to

3,000 psi are encountered in
many fuel injection systems,
necessitating the use of high-
pressure lines. Such tubing
should meet the following
requirements:

 It should be of uniform
inside diameter, otherwise the
injection characteristics will be
seriously impaired.
 It should possess
sufficient and uniform
strength to withstand
pressures up to 9,000 psi
without yielding.
 It should have high
ductility to permit easy
bending to the desired shape
and cold swaging without
cracking.
 It should have a smooth,
accurate bore, absolutely free
from scale, seams, laps,
laminations, deep pits, or other
serious defects which would
weaken the structure of the
metal or cause restrictions to the flow of the fluid. A TYPICAL PUMP AND NOZZLE
INJECTION SYSTEM

In-line Multiple Pump Fuel System( Introduction )

The ‘traditional’ style of injection pump is the in-line pump. They have been used for many decades and are
still commonly found on marine, agricultural and stationary diesels through out the world. Also they are also
found in many older model diesel road vehicles .

How Does it Work?

In-line pump systems have a

separate pump plunger for
each cylinder of the engine,
so a 4 cylinder engine has a
four plunger pump, a 6
cylinder engine has a six
plunger pump, etc.

The pump is run at half

engine crankshaft speed in a
four stroke engine and at
crankshaft speed in a two
stroke engine.

It has a central shaft with

four, six, etc. cam lobes
attached. Each plunger is
operated by its cam once ,
coinciding of course with the
power stroke of its engine
cylinder. Document preparation by
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Each plunger also has a spiral
groove or helix machined on
its side and cut through to
the top of the plunger.

When operating, the plunger

is pushed up by its cam lobe.

At a certain point the spiral

groove will line up with a spill
port on the side of the
plunger cylinder and the rest
of the fuel is ‘spilled’.

Because the groove is a

spiral shape, the point in the
plunger stroke when it
uncovers the spill port will
vary as the plunger is rotated
a few degrees either way.
This adjusts the spill point
and hence, the volume of its
fuel charge to the engine
cylinder.

Since all of the engine cylinders receive the same sized fuel charge, all of the plungers are rotated together.
This is achieved by each plunger having gear teeth machined to its circumference, which are engaged by a
common gear rack which runs through the pump body. As the rack moves back and forth, all four (or six or
more) plungers are rotated together. The extremes of travel of the pump rack control the minimum and
maximum fuel charge quantities the pump is capable of delivering.

In-line Pump Drawbacks

In-line pumps have the advantage of a straightforward method of operation but suffer a couple of important
disadvantages. They consist of a large number of moving parts which have to be operating in close match to
give efficient operation. When it comes to high performance applications, it becomes increasingly difficult to
keep the numerous plungers and control collars exactly matched in their delivery, especially if they begin to
wear unevenly. As a result, many higher performance applications these days use a type of single plunger
distributor pump.

SYSTEM COMPONENTS AND

OPERATION
In the multiple pump fuel system, each
cylinder has an individual injection pump
which meters the fuel and delivers it under
high pressure to the spray nozzles which lead
into the combustion chambers.

The pumps mounted in a common housing

are operated by a common camshaft, and
utilize the same control mechanism to ensure
an equal amount of fuel in each cylinder at
the proper time. The flow of fuel in a typical
multiple pump fuel system is shown in
Figure 1.

FIGURE 1. FUEL FLOW IN A MULTIPLE

PUMP FUEL SYSTEM

Diesel fuel oil flows from the supply tank

through a fuel filter to the fuel supply pump.
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The fuel supply pump forces the fuel through an additional filter to the injection pumps (Figure 2).

The fuel injection pumps force a measured amount of fuel through high-pressure lines to the spray nozzles in
the combustion chamber.

Surplus fuel flows from the injector pumps through a check valve on the common housing and is returned to
the fuel supply tank.
FUEL INJECTION PUMPS

A phantom cross-sectional view of a typical multiple

pump is shown in Figure1.

The unit is mounted on the engine in such a manner

as to permit it to be driven by the engine.

The pump camshaft, near the bottom of the

housing, is carried on ball bearings.

The cam lobes cause the upward movement of the

plungers and springs to produce the downward
motion.
The cams are arranged to activate the individual
pumps in the same sequence as the firing order of
the engine to eliminate the necessity for crossing
lines leading from the pumps to the spray nozzles.

On the four-stroke cycle engine, the injection

pump is driven at one half engine speed; on
the two stroke-cycle engine it is driven at
engine speed.

The quantity of fuel delivered to the spray nozzles

is regulated by the time the plunger covers the
bypass port or spill port. The plunger stroke
remains constant at all loads. The injection must be
timed to occur as demanded by the requirements of
the engine.

FIGURE 2. FUEL INJECTION PUMP AND CONTROL RACK

Volumetric control is affected by rotating the plunger. Two ports lead to the plunger barrel as shown in
Figure 2 and Figure 3; one is the inlet port and the other is the bypass or spill port. The plunger has a
groove around its circumference, which has a circular lower edge and helical upper edge. The space formed
is connected to the top face of the plunger through a vertical slot. Hence, any fuel above the plunger will flow
down the vertical slot and fill the helical space.

At the lower end of the plunger there are two lugs which fit in corresponding slots in the bottom of an outer
sleeve fitted around the pump barrel. The upper portion of the sleeve is fastened to a gear segment which
meshes with a horizontal toothed rack. Any movement of the rack rotates the outer sleeve and plunger
relative to the bypass port in the stationary pump barrel.

Fuel from the fuel gallery rushes into the barrel as soon as the upper edge of the plunger opens the two
opposite ports in the barrel. This action begins during the downward stroke of the plunger and the ports
remain open until the plunger starts moving upward. After the plunger covers the ports on its upward stroke,
the pressure exerted on the fuel causes the spring-loaded delivery valve to lift off its seat, thereby,
permitting the fuel to discharge into the tubing which leads to the spray nozzle.

The delivery of the fuel ceases as soon as the helix on the plunger uncovers the bypass port in the barrel. At
this instant, the pressure chamber is connected to the fuel gallery through a vertical groove and the helix on
the plunger which relieves the pressure in the barrel. The delivery valve is quickly returned to its seat by the
combined action of its spring and the great difference in pressure that exists between the barrel and the high
pressure line. In returning to its seat, the delivery valve performs a double function.
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It prevents excessive draining of the fuel from
the high pressure line and relieves the pressure
in the high pressure line.

This pressure relief is accomplished by an

accurately lapped displacement piston on the
delivery valve.

Before the delivery valve actually reseats, it

reduces the pressure in the high pressure line
by increasing the volume by a quantity equal to
the volume of the displacement piston.

FIGURE 3. FUEL INJECTION PUMP PLUNGER-

above

The positions of the plunger from no fuel to maximum

fuel delivery are shown in Figure 4.

For maximum delivery, the plunger is positioned in the

barrel so that it will complete its stroke before the helix
indexes with the bypass port.

For zero delivery, the plunger is turned in its barrel until

the vertical slot registers with the bypass or spill port.

In this position, the pressure chamber is connected with

the fuel gallery during the entire stroke of the plunger.

Any position between no fuel to maximum fuel delivery

can be obtained by moving the control rack in or out, as
the movement of the rack causes the plunger to rotate
a proportionate amount.

The same rack controls the position of all the plungers

simultaneously, thereby ensuring the injection of equal
amounts of fuel in each cylinder of the engine.

FIGURE 4. INJECTOR PUMP PLUNGER FOR

VARYING AMOUNTS OF FUEL DELIVERY

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FIGURE 5. SPRAY NOZZLE FOR MULTIPLE PUMP SYSTEMS-below

SPRAY NOZZLES AND NOZZLE HOLDERS

For proper engine performance, the fuel oil

must be injected into the combustion space in
a definite spray form. This is accomplished by
the spray nozzle, which is held in the correct
position in the cylinder head by the nozzle
holder. The type of unit most often used with
the multiple pump system is shown in Figure
5.

The fuel delivered by the injection pump

flows through the high pressure line and
enters the nozzle holder inlet stud. Then it
passes through the edge filter, flows through
the ducts in the holder and nozzle body and
down into the pressure chamber of the spray
nozzle above the valve seat.

There, the pressure of the fuel oil acts on the

differential area of the nozzle valve. At the
moment when the pressure of the fuel
exceeds the pressure exerted by the
adjusting spring, the nozzle valve is lifted off
its seat and the fuel is forced through the
orifices and sprayed into the combustion
chamber of the engine. The nozzle valve
returns to its seat after the injection pump
has ceased to deliver fuel. The hydraulic
opening pressure of the spray nozzle may
vary from 1,000 to 4,000 pounds per square
inch (psi), depending on engine combustion-
chamber requirements.

Spray Nozzles.

Because of the requirements in the

shapes of the fuel spray for
various combustion chamber
designs and the wide range in
engine power demands, there is a
wide variety of nozzles used with
multiple pump injection systems.
The two basic groups are the
pintle nozzles and the hole
nozzles (Figure 6).

Pintle nozzles are generally used

in engines having precombustion
turbulence or divided chambers,
whereas the hole nozzles are
generally used with open
combustion chamber designs. In
pintle nozzles the nozzle valve
carries an extension at its lower
end in the form of a pin (pintle)
which protrudes through the hole
in the nozzle bottom.

FIGURE 6. PINTLE AND HOLE FUEL NOZZLES-above Document preparation by Rohan Perera
 (55) Document preparation by Rohan Perera
This requires the injected fuel to pass through an annular orifice, producing a hollow, cone-shaped spray, the
nominal included angle of which may be from 0 to 60 degrees, depending on the combustion system
requirement. The projection of the pintle through the nozzle orifice induces a self-cleaning effect,
discouraging the accumulation of carbon at this point..

The hole nozzles have no pintles but are similar in construction to the pintle type. They have one or more
spray orifices which are straight, round passages through the tip of the nozzle body beneath the valve seat
(Figure 6).

The spray from each orifice is relatively dense and compact and the general spray pattern is determined by
the number and arrangement of the holes. As many as 18 spray holes are provided in the larger nozzles. The
spray pattern may or may not be symmetrical, depending on the engine combustion chamber design and
fuel distribution requirements. The size of the hole determines the degree of atomization attained .

The smaller the hole, the greater the atomization, but if the hole is too small, it will be impossible to get
enough fuel into the chamber during the short time allowed for injection.

Nozzle Holders.

The nozzle holder holds the spray nozzle in its correct position in the engine cylinder, provides a means of
conducting fuel oil to the nozzle, and conducts heat away from the nozzle. The holder also contains the
necessary spring and a means of pressure adjustment to provide proper action of the nozzle valve.

The component parts of a typical nozzle holder are shown in Figure 5 on page . The body has drilled
passages for conducting the fuel from the inlet connection to the nozzle. Its lower end is provided with an
accurately ground and lapped surface which makes a leak proof and pressure tight seal with the
corresponding lapped surface at the upper end of the nozzle. The nozzle is secured by means of the cap nut.
At its upper end, the nozzle valve has an extension of reduced diameter (referred to as the stem) which
makes contact with the lower end of the spring loaded spindle. Adjustment of the nozzle valve opening
pressure is accomplished by means of the spring pressure adjusting screw. The adjustment in other types of
holders is accomplished by means of spaces between the top of the spring and the upper spring seat.

FUEL SYSTEM COMPONENTS OF AN ENGINE

The basic function of the fuel system is to provide a reservoir of diesel fuel, to provide sufficient circulation of
clean filtered fuel for lubrication, cooling and combustion purposes, and to allow warm fuel from the
engine to recirculate back to the tank(s). The specific layout and arrangement of the diesel fuel system will
vary slightly between makes and models. Also the system varies according to the type fuel being used in the
engine, type of engine ie. Marine ,Industrial and automobile or locomotive etc.

The basic fuel system consists of the fuel tank(s) and a fuel transfer pump (supply) that can be a separate
engine-driven pump or can be mounted on or inside the injection pump. In addition, the system uses two
fuel filters—a primary and secondary filter—to remove impurities from the fuel. In some system you will have
a fuel filter/water separator that contains an internal filter and water trap.

The basic system in any engine comprises Tanks, Filters, gauges, water separators , supply pumps , injection
pumps, injectors , overflow piping and associated high pressure and low pressure pipings. Marine engines
running with heavy oil may be equipped with clarifiers, purifiers , transfer pumps , heaters and viscotherm or
viscosity controllers , backflushing filters etc depending upon the size of the engine and the vessel .

FUEL SUPPLY PUMPS

General.
Fuel injection pumps must be supplied with fuel oil under pressure because they have insufficient suction
ability. Sometimes these pumps are named as Booster pumps. Therefore, all injection systems require
supply pumps to transfer fuel from the supply tanks to the injector pumps. Pumps used for this purpose have
a positive suction lift and their performance is largely independent of any reasonable variations in viscosity,
pressure, or temperature of the fuel. The pumps in use today are mainly of the vane, plunger, or gear types.
Document preparation by Rohan Perera
 Document preparation by Rohan Perera

a). Vane Type Fuel Pumps. (56)

The fuel oil pump shown in Figure left is a vane type fuel
supply pump An integral steel rotor and shaft, one end
supported in the pump flange and the other end in the
cover, revolves in the body, the bore of which is eccentric to
the rotor.

Two sliding vanes are placed 180 degrees apart in slots in

the rotor and are pressed against the body bore by springs
in the slots. Two oil seals on the pump shaft prevent leakage
of fuel or lubricating oil. A drain hole between the two seals
leads to the atmosphere.

When the shaft is rotated, the vanes pick up fuel at the inlet
port and carry it around the body to the outlet side, where
the fuel is discharged.
b). Plunger Type Pump-below

The plunger-type pump shown in Figure at

right is usually mounted directly on the
housing of the injection pump and is driven
by the injection pump camshaft.

As the injection pump cam allows the

plunger to be forced by its spring toward
the camshaft, the suction effect created
opens the inlet valve and permits the fuel
to enter the plunger spring chamber.

As the cam lobe drives the plunger against

its spring, the fuel is forced by the plunger
through the outlet valve and around into
the chamber created in back of the plunger
by its forward movement.

As the injection pump cam continues to

rotate, it allows the plunger spring (which is now under
compression) to press the plunger backward again,
forcing the fuel oil behind the plunger out into the fuel
line leading to the filters and injection pump.

3). Gear Type Pump-left

The fuel pump shown in Figure in the next page is a

positive displacement gear type pump. Drive for the fuel
pump is supplied from the engine.

The cover and body mating surfaces are perfectly flat

and require no gasket. Two gears provide the pumping
action. A relief valve in the pump body will bypass fuel to
prevent excessive discharge pressures.

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 Document preparation by Rohan Perera

Diesel Distributor-Type Fuel Systems (57)

Diesel distributor type fuel pumps consists of four basic sections.

The pump is driven at camshaft speed, normally by the cam drive belt.

 The first section is a vane pump (red) that draws fuel from the tank.
 a gear (green) that drives a mechanical governor (not shown -) and
 a roller that drives a cam disc (both blue).

The cam disc plate turns the rotating motion of the input shaft into an alternating fore-aft and rotary motion.
The fore-aft motion operates a plunger (purple) that provides the ultra-high pressure needed for the direct
(or indirect) injection of the fuel, while the rotary motion distributes the pressurised fuel to the appropriate
injector.

The variation in fuel volume is achieved by moving a collar (sometimes called a sleeve – shown above in
yellow) along the plunger. The further the collar is moved in one direction, the later the injection pulse is cut
off – resulting in more fuel getting to each injector. The further the collar is moved in the other direction, the
earlier the fuel is cut off – resulting in less fuel getting to each cylinder.

Amount of fuel delivered is controlled by the control sleeve which is controlled by the governor as shown in
the diagram. Fuel cut off solenoid stops the total fuel delivery thus stopping the engine when required.

Diagram of the governor controlling the control sleeve

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GOVERNORS

BOSCH TYPE

CENTRIFUGAL GOVERNOR

Left
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 Document preparation by Rohan Perera

GOVERNORS (59)

Principle of a simple governor

Once a diesel engine is running, the engine speed is

monitored and controlled through a governor. The
governor ensures that the engine speed stays high
enough to idle at the right speed and that the engine
speed will not rise too high when full power is
demanded. It operates on a diesel engine as shown in
the two diagrams.

The governor consists of a rotating shaft, which is driven

by the diesel engine. A pair of flyweights are linked to
the shaft and they rotate as it rotates.

The centrifugal force caused by the rotation causes the

weights to be thrown outwards as the speed of the shaft
rises. If the speed falls the weights move inwards.

The flyweights are linked to a collar fitted around the

shaft by a pair of arms. As the weights move out, so the
collar rises on the shaft. If the weights move inwards,
the collar moves down the shaft. The movement of the
collar is used to operate the fuel rack lever controlling the amount of fuel supplied to the engine by the
injectors.

GOVERNORS

General.

All diesel engines require governors to prevent over

speeding of the engines under light loads. Automotive
diesel engines also demand control of the idling speed.
Any of the installations provide a variable speed control
which, in addition to controlling minimum and maximum
speeds, will maintain any intermediate speed desired by
the operator.

Engine speed in a diesel engine is controlled by the

amount of fuel injected. The injection system is designed
to supply the maximum amount of fuel which will enable
the engine to operate at full load and reach a
predetermined maximum speed. However, if the
maximum fuel charge was supplied to the cylinder with
the engine operating under "partial load" or "no load," the
engine speed would increase beyond the critical range
and soon cause failure. The governor must control the
amount of fuel injected in order to control the engine
speed.

Actuation.

Governors may be actuated through the movement of centrifugal flyweights or by the air-pressure
differential produced by a governor valve and venture assembly. The centrifugal flyweight type may
incorporate a mechanical linkage system to control the injection pump or it may include a hydraulic system
to transmit the action of the weights to the pump. Where the rate of acceleration must be high, the
governor-controlling weights must be small to obtain the required rapidity of response from the governor.
These small weights may not exert sufficient force to control the injection equipment; instead, the injection
pump will be controlled by a servo piston utilizing the pressure from a pump within the governor. The
centrifugal weights actuate a valve which controls the amount of oil going to the servo piston
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 Document preparation by Rohan Perera

Three different types of governors. (60)

1).Mechanical (Centrifugal) Governor.

The operation of the mechanical

governor is based on the centrifugal
force of rotating weights
counterbalanced by springs. When
the speed of the engine increases, the
weights fly outward, pulling with
them suitable linkage to change the
setting of the injection pump control
rod. The governor linkage is
connected to the injection pump in
such a manner that the spring moves
the control mechanism toward the
full-fuel position, and the action of the
flyweights reduces the amount of fuel
delivered. A typical variable speed
governor is shown schematically in
Figure.

With this type of governor, the

operator varies the governor spring
tension to control the quantity of fuel
and does not at any time move the
injector control rack directly. The
control rack of the injection pump is
connected to the yoke of the governor
in such a manner that any movement
of the yoke will directly affect the
quantity of the fuel injected. The
spring tension is controlled by the operating lever, the movement of which is determined by the position of
the foot throttle. The travel of the operating lever is limited by the idle and maximum speed screws. With the
weights fully collapsed (engine stopped), the spring moves the sliding sleeve and yoke so the fuel injection
pump is in the full-fuel position. When the weights are fully extended, the sliding sleeve and yoke move to
the right and decrease the amount of fuel delivered.

If the load on the engine is decreased, the engine tends to accelerate. However, when the engine
accelerates, the governor flyweights move outward as a result of increased centrifugal force. Since the
flyweights are in contact with the sliding sleeve assembly, this movement causes a longitudinal movement of
the sleeve to the right. This movement continues until an equilibrium is established between the governor
spring force and the centrifugal exerted by the flyweights. This occurs when the engine returns to the
original speed as determined by the position of the foot throttle and its effect on the governor spring.

If the load on the engine increases, the engine tends to slow down, thereby causing an inward movement of
the flyweights. As the weights move inward, the compressed governor spring shifts the sleeve to the left
until the spring force and the centrifugal force exerted by the flyweights are again balanced. In this way, the
yoke, following the movement of a sliding sleeve, moves the control rack of the fuel injection pump toward
the more-fuel position and thereby returns the engine to the preset speed.

To accelerate the vehicle, the foot throttle is depressed, which, in turn increases the spring tension. This
causes the yoke to pivot to the left, thereby increasing the supply of fuel. The flyweights move outward as a
result of increased engine speed and prevent the control rack from reaching the full-fuel position unless the
foot throttle is depressed. Deceleration is accomplished in the reverse manner.

Spring pressure is decreased, the engine slows down, the flyweights move inward, and a balanced condition
between the flyweights and the spring is obtained at a lower engine speed. The adjustable bumper spring
prevents rapid oscillations of the control rack at low no-load engine speeds. The spring contacts the yoke at
idling speed and ensures steady operation of the governor. The bumper spring also assists in preventing
stalling of the engine on sudden deceleration to idle speed, as it prevents the control rack of the injection
pump from moving into the full-stop position when this speed change occurs.
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2).Pneumatic (Vacuum Controlled) governor.

The actuating force for the pneumatic

or vacuum controlled governor shown
in the figure is the pressure drop
caused by the velocity of air passing
through a venturi located in the air
intake manifold.
The governor consists essentially of an
atmospheric-suspended diaphragm
connected by linkage to the control
rack of the fuel injection pump. The
chamber on one side of the diaphragm
is open to the atmosphere and the
chamber on the other side is sealed
and connected to the venturi in the
manifold. In addition, there is a spring
acting on the sealed side of the
chamber, which moves the diaphragm
and control rack to the full-fuel position
when the engine is not operating and
both sides of the diaphragm are at
atmospheric pressure.

When the engine is running, however, the pressure in the sealed chamber is reduced below the atmospheric
pressure existing in the other chamber. The amount of pressure reduction depends on the position of the
governor valve and the speed of the engine. It is this pressure differential that positions the diaphragm and,
consequently, the control rack. The governor valve is controlled by a lever which is connected by linkage to
the foot throttle.

There is no actual connection between the foot throttle and the governor or fuel injection pump. If the engine
is operating under load and the speed is below governed speed, the velocity of air passing through the
venturi is comparatively low and only a slight pressure differential is present. The spring moves the
diaphragm and control rack toward the full-fuel position and the engine speed approaches that of governed
speed. The same principle prevents the engine from overspeeding at light loads.

As the engine speeds up, the velocity of air through the venturi increases with the result that the pressure
differential at the diaphragm is increased. This differential is sufficient to overcome the spring force and to
cause the diaphragm and control rack to move toward the stop position. When the engine is operating at
governed speed with the valve wide open, the pressure differential is just slightly below that of the spring
force and the diaphragm remains in the full-delivery position.

For any position of the governor valve between idling and full load of the engine, the diaphragm finds its
relative position. Since any movement of the diaphragm is also transmitted to the control rack, the amount
of fuel delivery is definitely controlled at all engine speeds. As the pressure drop between the chambers is
increased, the diaphragm is moved in the direction of less fuel delivery.

As the pressure drop is decreased, the spring can move the control rack in the direction of greater fuel
delivery. Therefore, in order to increase the speed of the engine, the governor valve is opened; to decrease
the engine speed, the valve is closed.

3).Woodward Mechanical – Hydraulic Type Governor

The Woodward speed governor operates the diesel engine fuel racks to ensure a constant engine speed is
maintained at any load.

The governor is a mechanical-hydraulic type governor and receives its supply of oil from the engine
lubricating system. This means that a loss of lube oil pressure will cut off the supply of oil to the governor
and cause the governor to shut down the engine. This provides the engine with a built-in shutdown device
to protect the engine in the event of loss of lubricating oil pressure.
Document preparation by Rohan Perera
 Document preparation by Rohan Perera

Simplified Operation of the Governor (62)

The governor controls the fuel rack position through a combined action of the hydraulic piston and a set of
mechanical flyweights, which are driven by the engine blower shaft. Figure provides an illustration of a
functional diagram of a mechanical-hydraulic governor. The position of the flyweights is determined by
the speed of the engine. As the engine speeds up or down, the weights move in or out. The
movement of the flyweights, due to a change in engine speed, moves a small piston (pilot valve) in the
governor's hydraulic system. This motion adjusts flow of hydraulic fluid to a large hydraulic piston
(servo-motor piston). The large hydraulic piston is linked to the fuel rack and its motion resets the fuel
rack for increased/decreased fuel.

Detailed Operation of the Governor

With the engine operating, oil from the engine lubrication system is supplied to the governor pump
gears, as illustrated in Figure .

The pump gears raise the oil pressure to a value determined by the spring relief valve. The oil pressure is
maintained in the annular space between the undercut portion of the pilot valve plunger and the bore in the
pilot valve bushing.

For any given speed setting, the spring speeder exerts a force that is opposed by the centrifugal force of the
revolving flyweights. When the two forces are equal, the control land on the pilot valve bushing.

Under these conditions, equal oil pressures are maintained on both sides of the buffer piston and
tension on the two buffer springs is equal. Also, the oil pressure is equal on both sides of the receiving
compensating land of the pilot valve plunger due to oil passing through the compensating needle valve.
Thus, the hydraulic system is in balance, and the engine speed remains constant.

When the engine load increases, the engine starts to slow down in speed. The reduction in engine speed
will be sensed by the governor flyweights. The flyweights are forced inward (by the spring), thus lowering
the pilot valve plunger (again, due to the downward spring force).

Oil under pressure will be admitted under the servo-motor piston (topside of the buffer piston) causing it to
rise. This upward motion of the servo-motor piston will be transmitted through the terminal lever to the fuel
racks, thus increasing the amount of fuel injected into the engine. The oil that forces the servo-motor
piston upward also forces the buffer piston upward because the oil pressure on each side of the
piston is unequal. This upward motion of the piston compresses the upper buffer spring and relieves
the pressure on the lower buffer spring.

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The oil cavities above and below the buffer piston are common to the receiving compensating
land on the pilot valve plunger. Because the higher pressure is below the compensating land, the pilot valve
plunger is forced upward, re-centering the flyweights and causing the control land of the pilot valve to close
off the regulating port. Thus, the upward movement of the servo-motor piston stops when it has moved far
enough to make the necessary fuel correction.

Oil passing through the compensating needle valve slowly equalizes the pressures above and below the
buffer piston, thus allowing the buffer piston to return to the center position, which in turn
equalizes the pressure above and below the receiving compensating land. The pilot valve plunger
then moves to its central position and the engine speed returns to its original setting because there is
no longer any excessive outward force on the flyweights.

The action of the flyweights and the hydraulic feedback mechanism produces stable engine operation
by permitting the governor to move instantaneously in response to the load change and to make the
necessary fuel adjustment to maintain the initial engine speed.

PHASING, CALIBRATION and TIMING OF FUEL INJECTION PUMPS

Some engines use in-line injection pumps to meter, and raise the pressure of the fuel.

In-line fuel-injection pumps have one pump element for each engine cylinder. These are arranged in a
row. The camshaft of the in-line fuel-injection pump is driven by the gear wheels or chains of the combustion
engine.

It is necessary to configure the Fuel Injection Pump to inject the correct amount of fuel at the right time
in all the cylinders. Adjusting the pump so that it operates properly is called phasing and calibration.
It is necessary when the FIP is disassembled for repair or replacement of a part. For a normally operating
FIP, phasing and calibration is unnecessary.

Phasing:
Phasing may be defined as the process for checking and adjusting an in-line pump to ensure that
the interval between the successive injections exactly corresponds to the firing interval of the
engine cylinders.

This can be done by setting the vertical position of all plungers in a fuel pump so that they will
commence delivery precisely at equal intervals. This adjustment is made by adjusting the tappet .

Proper fuel system phasing is required to balance the engine output.

The phasing operation is done on highly developed special equipment known as the injection pump test
bench. There are several versions of the test bench but the basic process remains the same. It is essential
that the instructions of the manufacturer of the bench and that of the fuel pump must be consulted. The
manufacturer of the FIP includes a data sheet regarding the fuel setting.

For the purpose of phasing a pump the tappet body of each of the pumping element is provided with a screw
thread (tappet ruler). This tappet adjustment provides the means of altering the overall length of the roller
tappet and plunger combination, so as to ensure the correct point of injection for each cylinder.

If for example the injection is occurring too early in one cylinder, then from the action of the pumping
element it will be evident that the barrel ports are closing too soon.

In other words the top of the plunger has risen too high in relation to the angle of cam lift and therefore
requires lowering, by turning the adjustment screw further into the tappet body.

A graduated degree plate which is set to zero on the test bench so that the commencement of injection for
number 1 plunger pumping element will serve as datum for all the others, in order of cylinder injection
sequence.

The phase angle or angular difference between each commencement of injection should be 60 degrees for a
six cylinder engine (360/6=60). For a four cylinder engine it is 90 degrees. The tolerance in phase angles is
about ±0.5o .
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The fuel line from one of the injectors is removed (preferably No.1) and a swan
neck pipe is attached. This pipe is connected to the pump barrel.

The point of port closure in each element should be correctly noted by gradually
lifting the plunger from its bottom position (by rotating the shaft of the pump by
hand) after removing the valve and the valve spring from the pumping element.
As the plunger moves upwards gradually, the oil coming out of this valve keeps
reducing.

When the plunger just closes intake and spill port, the oil supply from the valve
passage stops. The exact cut-off point is determined.

All other FIP elements are tested in a similar way. The angle between two
successive cut-off points should be 60 degrees in case of 6-cylinder engine.

Calibration: GOOSE NECK PIPE OR SWAN NECK PIPE

The fuel pump needs to be calibrated for efficient

delivery. The fuel must be equally distributed in
each cylinder.

The calibration of an inline fuel injection

pump may be defined as the procedure for
adjusting the fuel oil deliveries of the
pumping elements so that each may deliver
the same specified quantity.

This can be done by setting the radial position of

the of the plunger in a fuel pump to determines
the point at which the upper edge of the “scroll”
meets the hole in the outer sleeve Plunger barrel)
to collapse the pressure above the plunger and so
terminate delivery. All plungers in the fuel pump,
therefore require to be set at the same radial
position so that each shall deliver the same amount
of fuel This is achieved by adjusting the quadrants
on each plunger which engages in the control rack.

Calibration in an inline pump is also performed on a

fuel pump test bench. For this purpose it is
motorized and equipped with a bank of especially calibrated test injectors, the output from these is collected
in graduated glass measuring cylinders.

Provision of adjusting the output for individual pumping element is made by unclamping and turning the
quadrant pinion relative to the plunger control sleeve.
THE ITEMS ARE SHOWN IN THE CLASS PRACTICALLY

TIMING OF A FUEL PUMP:-

This means timing the pump to the engine.

The pump requires to be coupled to the engine so that delivery of fuel from No.1 fuel pump
plunger will commence in No.1 cylinder just before it’s TDC in Compression Stroke.

The fuel injection timing in any engine is given by the manufacturer mostly as the number of
degrees before TDC in Compression stroke and is normally marked in the fly wheel.

Fuel delivery timing is critical during all engine operating conditions and speeds. In a diesel engine, fuel is
injected into the cylinder slightly few degrees before the piston completes its compression stroke. Fuel
delivery timing is extremely critical in a diesel engine and impacts power, fuel economy, and emissions.
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If the injection timing is over advanced, a loss of power will be experienced, along with possible internal
engine failure such as piston damage. Excessive gray/black smoke can be a sign of an overly advanced pump
setting. If the injection timing is retarded (too late), a loss of power will result along with excessive smoke,
high exhaust gas temperature (EGT), and if extremely late, severe white smoke.

It turns out that many of the symptoms of incorrect pump timing are shared by timing the injection on either
side of the optimum specification. For this reason, it may be very difficult to determine if the timing is
advanced or retarded only by examining the exhaust color or the engine's power output.

HOW TO CHECK THE TIMING OF AN ENGINE

Set the fuel rack of the injection pump to about half load position.

First, check the injection pump specification plate or the engine manual to see the exact injection timing.

In some engines this is marked in the engine manual as injection timing or port closure value or spill
cut off point. Most of the marine engines this is marked in the fly wheel.

With a turning bar (breaker bar)turn the engine to a position so that No 1 piston of the engine is few degrees
before the specified injection timing mark in the compression stroke. For example if the injection timing
is 10 degrees before TDC, set the engine about 30 degrees before TDC.

Remove the high-pressure pipe from the delivery valve on the injection pump No.1 unit. Unscrew the
delivery valve body and remove the delivery valve core and spring.

Fit the delivery valve body without valve and spring and fit a gooseneck (Shown in the diagram) to the
delivery valve body to this No. 1 unit.

Use the hand primer pump to charge the fuel gallery of the injection pump or give a gravity feed fuel supply.
The pressure at the gallery will be insufficient, which means the fuel will exit through the goose neck,
attached to NO 1 port. The fuel should exit in a steady stream, continuously.

Then, slowly and smoothly turn the engine over with the turning bar in the direction of rotation while
observing the stream of fuel from the goose neck. When the injection pump plunger leading edge rises to
trap off the spill port, the steady stream of fuel flow from the goose neck will first break up into droplets and
then cease as the plunger passes the spill port.

The critical thing here is to locate the pump precisely (through the movement of the crankshaft) at port
closure. At that time, the flow at the test tube should exist but be minimal; for example 2 to 6 drops per 10
seconds.(This differs from pump to pump and is given in the pump manual)

Now check the engine timing marks in the fly wheel.

The crankshaft position produced the drip from the goose neck should be exactly at the injection timing mark
if the engine timing is correct.

Anyhow a tolerance is given in the engine manual and if the injection timing exceeds the limit the injection
timing should be adjusted.

TIMING MODERN ENGINES

Fuel pump timing marks are very well marked in timing wheels in almost all engines today and there is no
much problem in timing them. But to manually check the timing the above procedure should be followed.

Improper Timing

Improper timing of a fuel system will result in uneven operation or vibration of the engine. Early timing may
cause the engine to detonate and lose power. Cylinders which are timed early may show low exhaust
temperatures. Late timing usually causes overheating, high exhaust temperatures, loss of power, and smoky
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TESTING FUEL INJECTORS NOTE:-The following procedure is of testing injectors of CATERPILLAR
MODEL CS-433C Engines. NOZZLE TESTER TOOL - below

(1) Adapter(2) Fuel injector nozzle(3) Tube Assembly(4) Extension(6) Fuel

Collector(7) Filter

(8) Fuel inlet(9) Cap nut(10) Fuel return(11) Pressure adjusting screw(12) Spring for pressure adjusting screw(13) Body(14) Spindle for
spring(15) Retaining nut for fuel injector nozzle(16) Valve needle(17) Nozzle(18) Seat washer(19) Orifice
Cleaning Of Fuel Injector Nozzles

Before a fuel injector nozzle is tested, remove any loose carbon from the tip of the fuel injector
nozzle.

1.Fasten the fuel injector nozzle in a holder or a vise with brass jaws. Release the pressure on the nozzle
holder spring by loosening the adjusting screw. Remove the nozzle cap nut and the nozzle with the
correct size of wrench.

2.Remove the valve needle (16) from the nozzle body. Use the Brass Wire Brush in order to remove
any carbon that may be on the body (13).

3.Clean the needle valve and nozzle.

NOTE: Extra care must be used in handling the valve needle (16) in order to prevent scratches or burrs on the needle.
Scratches and burrs could cause leakage through the valve and spray distortion.

4.Clean the orifices (19) in the nozzle tip with a cleaning wire. If the size is not known, carefully try different
sizes of wires in order to find the correct wire. Insert the wire into the orifice. Slowly rotate the wire in
order to clean the orifice

NOTE: Use extra care not to break a wire of the brass wire brush in an orifice or passage in the fuel injector nozzle. Removal
of a broken wire is very difficult. Removal of a broken wire may damage the fuel injector nozzle

Pressure Test And Adjustment

WARNINGS
 Make sure that you wear eye protection at all times during testing. When fuel injection nozzles are
tested, test fluids travel through the orifices of the nozzle tip with high pressure. Under this
amount of pressure, the test fluid can pierce the skin and cause serious injury to the
operator. Always keep the tip of the fuel injection nozzle pointed away from the operator and into the
fuel collector and extension.
 Extra care must be used in handling the valve needle (16) in order to prevent scratches or burrs
on the needle. Scratches and burrs could cause leakage through the valve and spray distortion.
 Do not use dirty test fluids when you test fuel injection nozzles. Also, do not test fuel
injection nozzles unless you have the correct service tools. The use of dirty test fluids and the use of
incorrect service tools will result in damage to fuel injection nozzles. Document preparation by Rohan Perera
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 Do not use dirty test fluids when you test fuel injection nozzles.
 Also, do not test fuel injection nozzles unless you have the correct service tools.
 The use of dirty test fluids and the use of incorrect service tools will result in damage to fuel injection
nozzles.

1.Connect the fuel injector nozzle (2) to the tooling. The spray from the fuel injector nozzle must be
directed into the Tube Assembly (4) and the Fuel Collector (6).Use clean Fluid when the fuel injector
nozzles are tested.

2. In order to flush the fuel injector nozzle, operate the nozzle tester for 10to 15 strokes by using a
rate of approximately 60strokes per minute.

3. Open the gauge protector valve. Slowly increase the pressure until the valve in the fuel injector
nozzle opens. Note the highest pressure Indication on the gauge before the pointer decreases to
0 kPa (0 psi). This highest pressure indication is the opening pressure of the fuel injector nozzle.
The opening pressure is defined when the valve needle (16) is lifted from the valve seat.

Refer to the Manufacturer’s Specifications, for correct pressure settings. If the opening pressure
is not within the range of the setting which is listed in the table, the opening pressure of the fuel
injector nozzle must be adjusted.

4.Loosen the cap nut (9). Turn the pressure adjusting screw (11) clockwise in order to increase the
pressure. Turn the pressure adjusting screw counterclockwise in order to decrease the pressure.

5.Tighten the cap nut (9). Check the opening pressure again on the nozzle tester. If the
pressure is correct, remove the fuel injector nozzle from the nozzle tester.

Back Leakage Test

1.Connect the fuel injector nozzle to the tooling.

Position the fuel injector nozzle so that the fuel spray is directed into the tube assembly (4) and Fuel
Collector (6).

2.Pump the pressure to about 1030 kPa (150 psi) less than the opening pressure of the fuel
injector nozzle.
Refer to Manufacturers Specifications, for the correct setting of the opening pressure.
Release the handle. Note the time that is required for the pressure to decrease to approximately 0 kPa (0
psi). If the fuel injector nozzle is not defective, the time will not be less than 5 seconds or more than 45
seconds.

3.When the test in Step 2 is done, look for any leakage from the pressure faces of the holder and the
retaining nut of the fuel injector nozzle. If leaks are visible, make sure that the components are tightened
to the correct torque. If leakage continues to occur, unscrew the retaining nut from the
body. Inspect the threaded surfaces for foreign particles and damage. If the threaded
surfaces are clean and the threaded surfaces are undamaged, test the fuel injector nozzle again by
using Steps 1 and 2.

4.If the pressure decreases to 0 kPa (0 psi) in less than 5seconds, too much fuel leaks around the valve
needle. The valve needle or the fuel injector nozzle must be replaced in order to correct the problem.

Fuel Injector Nozzle And Seat Test

1. Connect the fuel injector nozzle (2) to the tooling.Position the fuel injector nozzle so that the fuel spray
is directed into the Tube Assembly (4) and the Fuel Collector (6).

2. Pump the pressure of the nozzle tester to approximately1030 kPa (150 psi) below the opening pressure of
the fuel injector nozzle. A drop of fuel should not form on the tip of the fuel injector nozzle in order for a
sufficient quantity to drip from the tip for at least ten seconds. Alight dampness is acceptable. If the results
of the tests are not acceptable, clean the fuel injector nozzle. Replace the fuel injector nozzle if
fuel leakage occurs after cleaning the fuel injector nozzle.

Document preparation by Rohan Perera

 Document preparation by Rohan Perera
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The Spray Pattern Test.
Warning

Make sure that you wear eye protection at all times during testing. When fuel injection nozzles
are tested, test fluids travel through the orifices of the nozzle tip with high pressure.
Under this amount of pressure, the test fluid can pierce the skin and cause serious
injury to the operator. Always keep the tip of the fuel injection nozzle pointed away from the
operator and into the fuel collector and extension.

The pressure adjustment must be correct before testing the spray pattern.

Illustration at left-Correct spray pattern for a fuel injector

nozzle.

1.Connect the fuelinjector nozzle (2) to the tooling.

Position the fuel injector nozzle so that the fuel spray is
directed into the Tubbe Assembly (4) and the Fuel
Collector (6).

2.Close the gauge protector valve .Open the pump isolator valve.

3.Quickly pump the nozzle tester and look at the spray pattern when the fluid begins to flow through
the orifices(18) of the fuel injector nozzle. The spray, which flows from all of the orifices, must have
the same pattern. The fuel injector nozzle is defective if there is a difference in the vertical patterns or
a difference in the horizontal patterns. Refer to the correct spray pattern in the Illustration.

NOTE: Be sure that the gauge protector valve is closed before the fuel injector nozzle is
removed from the nozzle tester. Closing the valve will prevent damage to the pressure
gauge

Document preparation by Rohan Perera