SUBCOURSE OD1620

EDITION 7

PRINCIPLES OF GASOLINE AND DIESEL FUEL SYSTEMS

USARMYBRADLEYFIGHTINGVEHICLE SYSTEMSMECHANIC MOS/SKILLLEVEL:63T30 PRINCIPLESOFGASOLINEANDDIESELFUELSYSTEMS SUBCOURSENO.OD1620 USArmyCorrespondence CourseProgram 6CreditHours GENERAL The purpose of this subcourse is to introduce the characteristics of gasoline and diesel fuel systems. This discussion will include a description of the principles, construction, and function of these two systems. Six credit hours are awarded for successful completion of this subcourse whichconsistsoftwolessonsdividedintotasksasfollows: Lesson1: FUNCTIONANDCONSTRUCTIONOFGASOLINEFUELSYSTEMS

TASK1:Describethecharacteristicsofgasoline. TASK 2: Describe the principles, construction, and function of gasolinefuelsystems. Lesson2: FUNCTIONANDCONSTRUCTIONOFDIESELFUELSYSTEMS

TASK1:Describethecharacteristicsofdieselfuel. TASK2:Describetheprinciples,construction,andfunctionofdiesel fuelsystems.

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 TABLEOFCONTENTS Section TITLE................................................................. TABLEOFCONTENTS..................................................... ADMINISTRATIVEINSTRUCTIONS........................................... GRADINGANDCERTIFICATIONINSTRUCTIONS................................ Lesson1: FUNCTIONANDCONSTRUCTIONOF GASOLINEFUELSYSTEMS....................................... Page i ii iii iii 1 1

Task1:Describethecharacteristicsof gasoline......................................................... Task2:Describetheprinciples, construction,andfunctionofgasoline fuelsystems..................................................... PracticalExercise1............................................. AnswerstoPracticalExercise1.................................. Lesson2: FUNCTIONANDCONSTRUCTIONOFDIESEL FUELSYSTEMS................................................

7 53 56 58 58

TASK1:Describethecharacteristicsof dieselfuel...................................................... TASK2:Describetheprinciples, construction,andfunctionofdieselfuel systems.......................................................... PracticalExercise2............................................. AnswerstoPracticalExercise2.................................. REFERENCES............................................................

63 113 116 118

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620

STUDENT NOTES

*** IMPORTANT NOTICE ***

THE PASSING SCORE FOR ALL ACCP MATERIAL IS NOW 70%. PLEASE DISREGARD ALL REFERENCES TO THE 75% REQUIREMENT.

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PRINCIPLES-GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 1 LESSON1 FUNCTIONANDCONSTRUCTIONOFGASOLINEFUELSYSTEMS TASK1. CONDITIONS Within a selfstudy environment and given the subcourse text, without assistance. STANDARDS Withinonehour REFERENCES Nosupplementaryreferencesareneededforthistask. 1. Introduction Describethecharacteristicsofgasoline.

Petroleumisthemostcommonsourceoffuelformoderninternalcombustion engines. Itcontainstwoimportantelements:carbonandhydrogen. These elementsaremixedinproportionssuchthatallowthemtoburnfreelyinair and liberate heat energy. Petroleum contains a tremendous amount of potentialenergy. Incomparisontodynamite,agallonofgasolinehassix timesasmuchpotentialenergy.Gasolineisthemostwidelyusedpetroleum basedenginefuel. Twoadvantagesoftheuseofgasolineareabetterrateofburningandeasy vaporization to give quick starting in cold weather. The major characteristics of gasoline that affect engine operation are volatility, purity,andantiknockquality(octanerating).Inthislesson,thefunction and construction of gasoline fuel systems will be discussed. This first taskwillcenteronthespecificcharacteristicsofgasoline.

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 1 2. VolatilityinGasoline

Volatility,asappliedtogasoline,isitstendencytochangefromliquidto vaporatanygiventemperature.Thevolatilityofgasolineaffectseaseof starting, length of warmup period, and engine performance during normal operation.Therateofvaporizationincreasesasthetemperatureincreases and as pressure decreases. The volatility of gasoline must be regulated carefullysothatitisvolatileenoughtoprovideacceptablecoldweather starting, yetnot be so volatilethatitissubjecttovaporlock during normal operation. Refiners introduce additives to gasoline to control volatilityaccordingtoregionalclimatesandseasons. a. StartingAbility. Toprovidesatisfactorycoldweatherperformance andstarting,thechokesystemcausesaveryrichmixturetobedeliveredto the engine. Gasoline that is not volatile enough will cause excessive amountsofrawunvaporizedfueltobeintroducedtothecombustionchambers. Because unvaporized fuel does not burn, it is wasted. This reduces fuel economyandcausesaconditionknownascrankcasedilution. b. CrankcaseDilution.Crankcasedilutionoccurswhenthefuelthatis notvaporizedleakspastthepistonringsandseepsintothecrankcase.The unvaporized fuel then dilutes the engine oil, reducing its lubricating qualities. Acertainamountofcrankcasedilutionoccursinallenginesduringwarmup. Itisnotconsideredharmfulinnormalquantitiesbecauseitvaporizesout of the oil as the engine warmsup. The vapors are then purged by the crankcaseventilationsystem. c. VaporLock. Vaporlockisoneofthedifficultiesexperiencedin hotweatherwhenusinghighlyvolatilefuels. Whenfuelhasatendencyto vaporizeatnormalatmospherictemperature,itmayunderhighertemperature formsomuchvaporinthefuellinethattheactionofthefuelpumpwill cause a pulsation of the fuel vapor rather than normal fuel flow. Heat insulating materials or bafflesareoftenplacedbetweentheexhaust pipe andfuellinetohelpavoidvaporlock.Hotweathergradesofgasolineare blended from lower volatility fuels to lessen the tendency toward vapor lock.

PRINCIPLESGASOLINE/DIESELFUELSYSTEMSOD1620LESSON1/TASK1 d. FuelDistribution. Whenthefuelisnotdistributedevenlytoall cylinders,theenginewillrununevenlyandpoweroutputwilldecrease.To ensure good distribution, the fuelmustbevaporizedcompletelyand mixed withairinthemanifoldbeforeenteringthecombustionchamber. 3. GasolinePurity

Petroleumcontainsmanyimpuritiesthatmustberemovedduringtherefining process before gasoline suitable for automotive use is produced. At one time,considerablecorrosionwascausedbythesulfurinherentinpetroleum products; however, modern refining processes have reduced it to almost negligibleamounts. Anotherproblemwasthetendencyforthehydrocarbons inthegasolinetooxidizeintoastickygumwhenexposedtoair,resulting in clogged carburetor passages, stuck valves, and other operational difficulties. Chemicals that control gumming are now added to gasoline. Dirt, grease, water, and various chemicals also must be removed to make gasolineanacceptablefuel. 4. DeicingAgents

Moistureingasolinetendstofreezeincoldweather,causingcloggedfuel linesandcarburetoridleports.Deicingagentsareaddedtogasolinewhich mixwiththemoistureandactasanantifreezetopreventfreezing. 5. AntiknockQuality

a. Combustion. Tounderstandwhatismeantbyantiknockquality,let usfirstreviewtheprocessofcombustion.Whenanysubstanceburns,itis actually uniting in rapid chemical reaction with oxygen (one of the constituentsofair). Duringthisprocess,themoleculesofthesubstance and oxygen are set into very rapid motion and heat is produced. In the combustionchamberofanenginecylinder,thegasolinevaporandoxygenin theairareignitedandburn.Theycombine,andthemoleculesbegintomove aboutveryrapidlyasthehightemperaturesofcombustionarereached.The molecules, therefore, bombard the combustion chamber walls and the piston head with a shower of fast moving molecules. It is actually this bombardmentthatexertstheheavypushonthepistonandforcesitdownward onthepowerstroke.

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 1 b. CombustionProcess.Thenormalcombustionprocessinthecombustion chamber goes through three stages when producing power. They are as follows: (1) FormationofNucleusoftheFlame.Assoonasasparkjumpsthe gapofthesparkplugelectrode,asmallballofblueflamedevelopsinthe gap.Thisballisthefirststage,ornucleus,oftheflame.Itenlarges with relative slowness and, during its growth, there is no measurable pressurecreatedbyheat. (2) Hatching Out. As the nucleus enlarges, it develops into the hatchingoutstage.Thenucleusistornapartsothatitsendsfingersof flameintothemixtureinthecombustionchamber. Thiscausesonlyenough heat to give aslight rise in thetemperatureandpressureinthe entire airfuelmixture.Consequently,alagstillexistsintheattempttoraise pressureintheentirecylinder. (3) Propagation. Itisduringthethird,orpropagationstagethat effectiveburningoccurs.Theflamenowburnsinafrontthatsweepsacross the combustion chamber, burning rapidly and causing great heat with an accompanying rise in pressure. This pressure causes the piston to move downward. Burning during normalcombustionisprogressive. Itincreases graduallyduringthefirsttwostages,butduringthethirdstage,theflame isextremelystrongasitsweepsthroughthecombustionchamber. c. Detonation. If detonationtakesplace,itwillhappenduringthe third stage of combustion. The first two stages are normal, but in the propagation stage, the flame sweeps from the area around the spark plug towardthewallsofthecombustionchamber. Partsofthechamberthatthe flamehaspassedcontaininertgases,butthesectionnotyettouchedbythe flame contains highly compressed,heatedcombustiblegases. Asthe flame races through the combustion chamber, the unburned gases ahead of it are further compressed and are heated to higher temperatures. Under certain conditions, the extreme heating of the unburned part of the mixture may causeittoignitespontaneouslyandexplode. Thisrapid,uncontrolledburninginthefinalstageofcombustioniscalled detonation.Itiscausedbytherapidlyburningflamefrontcompressingthe

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 1 unburnedpartofthemixturetothepointofselfignition.Thissecondary wavefront collides with the normal wavefront, making an audible knock or ping.Itisanuncontrolledexplosion,causingtheunconfinedgasesinthe combustionchambertorapagainstthecylinderheadwalls. Detonationmay harmanengineorhinderitsperformanceinseveralways.Inextremecases, pistons have been shattered, rings broken, or heads cracked. Detonation alsomaycauseoverheating,excessivebearingwear,lossofpower,andhigh fuelconsumption. d. OctaneRating. (1) The ability of a fuel to resist detonation is measured by its octane rating. The octane ratingofafuelisdeterminedbymatching it against mixturesofnormalheptaneandisooctaneinatestengine,under specified test conditions, until a pure mixture of hydrocarbons is found thatgivesthesamedegreeofknockingintheengineasthegasolinebeing tested.Theoctanenumberofthegasolinethenisspecifiedasthepercent of isooctane in the matching isooctane normal heptane mixture. For example, a gasoline rating of 75 percent octane is equivalent in its knocking characteristics to a mixture of 75 percent isooctane and 25 percentnormalheptane. Thus,bydefinition,normalheptanehasanoctane ratingof0andisooctanehasanoctaneof100percent. (2) Thetendencyofafueltodetonatevariesindifferentengines, and inthesameenginesunderdifferentoperatingconditions. Theoctane number has nothing to do with starting qualities, potential energy, volatility,orothermajorcharacteristics.Enginesaredesignedtooperate within a certain octane range. Performance is improved with the use of higheroctanefuelswithinthatoperationalrange.Engineperformancewill not be improved if a gasoline with an octane rating higher than the operationalrangeisprovided. (3) Tetraethyl lead is the most popular of the compounds added to gasoline to raise its octane rating. The introduction of catalytic converters, however, has created a need for a higher octane leadfree gasoline produced by more careful refining processes and numerous substitutesforlead.Leadfreegasolinestodate,however,donothavethe antiknockqualitiesofleadedones.

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 1 Modern automotive engines made for use with leadfree gasoline must, therefore,bedesignedforloweroctaneratings. e. OtherCausesforKnocking. (1) Lowoctane fuel is not the only reason for knocking. Anything thataddsheatorpressuretothelastpartofthemixturetoburnwithina cylinderwillaggravatedetonationandalsoresultinknocking.Thatiswhy the compression ratio of agasolineenginehasanupperlimit. When the ratio is raised too high, the immediate result is detonation caused by excessiveheatfromtheadditionalcompression. Undercertainconditions, excessivesparkadvance,leanfuelmixtures,anddefectivecoolingsystems aresomeofthemanycausesofdetonation. (2) Preignitionisanothercauseforknocking. Thoughitssymptoms aresimilar,itisnottobeconfusedwithdetonation. Preignitionisan ignitingoftheairfuelmixtureduringcompressionbeforethesparkoccurs; itiscausedbysomeformofhotspotinthecylinder,suchasanoverheated exhaustvalveheadorsparkplug,oraglowingpieceofcarbon.Preignition canleadtodetonation,butthetwoareseparateanddistinctevents. 6. Conclusion

With a basic understanding of the characteristics of gasoline, it is a logicalprogressiontolearnaboutthefunctionandconstructionofgasoline fuelsystemswhichwillbecoveredinthenexttask.

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 LESSON1 FUNCTIONANDCONSTRUCTIONOFGASOLINEFUELSYSTEMS TASK2. Describe the principles, construction, and function of gasoline fuelsystems.

CONDITIONS Within a selfstudy environment and given the subcourse text, without assistance. STANDARDS Withintwohours REFERENCES Nosupplementaryreferencesareneededforthistask. 1. Introduction

This task illustrates the function of a gasoline fuel system. It will describe the principles and functionforthefollowingcomponentsof this system: fuel tank, fuel filter, fuel pump, fuel tank ventilation system, intake manifold, air filter, carburetor, carburetion choke system, and relatedcarburetioncomponents. 2. FuelTanks

a. Purpose. Thefueltankisforstorageofgasolineinliquidform. The location of the fuel tank is dependent upon using an area that is protected from flying debris, shielded from collision damage, and not subjecttobottomingofthevehicle.Afueltankcanbelocatedjustabout anywhereinthevehiclethatmeetstheserequirements. b. Construction. Fueltankstakemanyformsinmilitaryvehiclessuch asthosedescribedbelow.

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (1) The removable fuel tank (figure 1) is most commonly used in wheeled vehicles. The most common material for fuel tanks is thin sheet metalcoatedwithleadtinalloytopreventcorrosion.Becausecorrosionis amajorconcern,fiberglassandavarietyofmoldedplasticsarealsowidely usedinthemanufactureoffueltanks. The walls of the tank are manufactured with ridges to give strength. Internalbafflesareinstalledinthetanktopreventthefuelfromsloshing and to increase its overall strength. Sometanksaremadewitha double wallwithalayeroflatexrubberinbetween.Thepurposeofthewallisto makethetankselfsealing. (2) Thefuelcellisacompartmentthatisintegralwiththebodyor the hull ofthevehicle. Fuelcellscanbelocatedanywherethereis an emptyspace. Theyareusedinvehiclesthatrequirealargefuelstorage capacity. Afuel cell can takeadvantageofhollowareasofthevehicle where use ofaremovable fuel tankwouldbeimpractical. Fuelcells are particularly suited for combat situations because they may be located in areasthatprovideamaximumofshielding. FIGURE1.TYPICALREMOVABLEFUELTANKCONSTRUCTION.

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (3) The bladdertype fuel cell is much the same as the fuel cell described above, except for the addition of a flexible liner. The liner servestosealthecellmuchasaninnertubesealsatire. c. Filler Pipe. A pipe is provided for filling the tank or cell, designedtopreventfuelfrombeingspilledintothepassenger,engine,or cargocompartments.Thefillerpipesusedonmilitaryvehiclesaredesigned toallowtheirtanksorcellstobefilledatarateofatleast50gallons perminute. d. Fuel Outlet. The outletpipe (figure 1on the previouspage) is locatedapproximately1/2inchabovethebottomofthefueltankorcell. This location allows sediment to fall to the bottom of the tank or cell withoutitbeingdrawnintothefuelsystem. e. FuelGageProvision.Aprovisionusuallyismadetoinstallafuel gage.Thisprovisionisusuallyintheformofaflangedhole. f. Drainplug.Thethreadeddrainplugshowninfigure1,isprovidedat thebottomofthetankfordrainingandcleaningthetank. 3. FuelFilters

a. Purpose.Thefuelfiltertrapsforeignmaterialthatmaybepresent in thefuel,preventingitfromenteringthecarburetororsensitivefuel injectioncomponents.Atleastonefuelfilterisusedinanyfuelsystem. Afuelfiltercanbelocatedinanyaccessibleplacealongthefueldelivery line.Filtersalsocanbelocatedinsidefueltanks,carburetors,andfuel pumps. b. Operation.Fuelfilters(figure2onthefollowingpage)operateby passing the fuel through a porous filtering medium. The openings in the porousmaterialareverysmalland,asaresult,anyparticlesinthefuel that are large enough to cause problemsareblocked. Inaddition to the filteringmedium,thefilterinmostcasesalsoservesasasedimentbowl. Thegasoline,asitpassesthroughthefilter,remainsinthesedimentbowl forsufficienttimetoallowlargeparticlesandwatertosettleoutofit.

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE2.FUELFILTEROPERATION.

c. FuelFilterConfigurations.Thevarioustypesoffuelfiltersare: (1) Replaceable InLine Filter (figure 3, view A, on the following page). This type of filter is periodically replaced. The body of the filteractsasasedimentbowl. (2) InLine Filter Elements. (Elements that fit in the carburetor inlet or inside the fuel tank on the outlet) (figure 3, view B, on the followingpage).Thesefiltersarereplaceableatintervalsandcontainno sedimentbowls. (3) GlassBowlFilterwithReplaceableElement(figure3,viewC,on the following page). The sediment bowl must be washed out whenever the element is replaced. Some fuel pumps have a glass bowltype gas filter builtin.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE3.REPLACEABLEINLINEFILTER.

d. Element Configurations. Filter elements are made from ceramic, treated paper, sintered bronze, or metal screen. There is one filter elementthatdiffersfromallothers. Itconsistsofapileoflaminated disksspaced0.0003inchesapart.Asthegasolinepassesbetweenthedisks, foreignmatterisblockedout. 4. FuelPumps

a. Purpose.Thefuelpumpdeliversgasolinefromthefueltanktothe engine. Early automotive equipment used gravity to feed gasoline to the engine. Thisisnolongerpracticalbecauseitlimitsthelocationofthe fueltanktopositionsthatareabovetheengine.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 b. MechanicalType. Themechanicaltypeoffuelpumpisgenerallythe morepopularpumpusedforgasolineengineapplications.Itisusuallymore thanadequateandismuchcheaperthananelectricpump.Theelectricpump ismoredesirable,however,forthefollowingreasons: (1) The electric pump will supply fuel to the engine immediately after the ignition key is turned on. The engine must be tuned by the starterforamechanicalpumptooperate. (2) Thepump,bydesign,willoperatemoreefficientlyifitpushes thefuelratherthanpullingit.Anelectricpumpcanbemountedcloseto thetank,orinthetank,totakeadvantageofthischaracteristic. (3) The electric pump can be mounted away from heat to reduce the possibilityofvaporlock. c. Mechanical,NonpositiveType(figure4onthefollowingpage).This is currently the most popular configuration of an automotive fuel pump. Operationisasfollows: (1) Therockerarmismovedupanddownbytheenginecamshaft.The rockerarmspringcausestherockerarmtofollowthecamlobe. (2) Therockerarmhooksintoanelongatedslotinthepullrod.The otherendofthepullrodisattachedtothediaphragm. (3) As the camshaft operates the rocker arm, it will operate the diaphragmagainsttheforceofthediaphragmspring. (4) Astherockerarmpullsthediaphragmdown,theinletcheckvalve isunseatedandfuelisdrawnintothepumpchamber.Theoutletcheckvalve sealstheoutletpassage. (5) Asthediaphragmspringpushesthediaphragmbackup,theinlet check valve seals the inlet and the fuel in the pump chamber is pushed throughtheoutletcheckvalveandthroughthepumpoutlet. (6) The action is repeated each time the rocker arm operates the diaphragm.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE4.MECHANICALNONPOSITIVE TYPEFUELPUMP.

(7) Pressurewillbuildinthefuellineandthepumpchamberasthe fuelpumpfillsthecarburetorbowl. Asthepressurerisestothedesired level in the pump chamber, it will hold the diaphragm down against the pressureofthediaphragmspring.Therockerarmwillmoveupanddownin theslottedpullrod. Therewillbenopumpingactionuntilthefuelline pressureagaindropsbelowthedesiredlevel.Inthisway,thenonpositive typefuelpumpregulatesfuellinepressure.Normalpressurerangeisfrom 1.5 to 6 pounds per square inch (psi). The operating range of the pump dependsonthetensionexertedbythediaphragmspring. (8) Aventholeisprovidedunderthediaphragmtoallowthepressure tochangeinthelowerchamberasthediaphragmflexes. (9) The pulsation chamber, located above the pump chamber, uses a softdiaphragmandasealed 13

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 chambertocushionthepulsatingactioninherenttothediaphragmtypepump. (10) Anoilsealisprovidedtokeepcrankcaseoilfromenteringthe lowerchamberandleakingfromtheventhole. d. Mechanical, Positive Type. The positivetype mechanical pump operatesinthesamemannerasthenonpositivetype.Thedifferenceisthat the diaphragm pull rod is solidly linked to the rocker arm. The pump, therefore,willnotregulatefuellinepressure.Whenthistypeofpumpis used,aseparatefuelpressureregulationdevicemustbeemployedwhichwill bypassexcessfuelbacktothefueltank. e. Double Action Fuel Pump (figure 5). Vehicles that use vacuum operatedwindshieldwiperswilloftenuseasupplypumpthatisbuiltinto the fuel pump. The pump serves to operate the windshield wipers during periodsofhighengineloadwhenthe FIGURE5.DOUBLEACTIONPUMP.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 manifold vacuum is low. The pump operates from a rocker arm and is a nonpositivetypediaphragmpump.Attimeswhenthemanifoldvacuumaloneis sufficienttooperatethewindshieldwipers,thediaphragmwillbeheldup against the diaphragm spring by atmospheric pressure, rendering the pump inoperative. f. Electric,BellowsType (figure6). Thebellowstypeelectricfuel pumpworksinthesamemannerasthenonpositivetypemechanicalpump.The difference is that it is driven by an electric solenoid rather than a mechanicalcamshaft.Operationisasfollows: (1) Aselectriccurrentisfedtothepump,theelectromagneticcoil pullsthearmaturedown,expandingthebellows. (2) Theexpansionofthebellowscausesfueltobedrawninthrough theinletvalve. FIGURE6.BELLOWSTYPEELECTRICFUELPUMP.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (3) Asthebellowsarefullyexpanded,apairofcontactpointsare open,switchingofftheelectromagnet. (4) The return spring pushes the armature back up contracting the bellows. This action pushes thefueloutofthepumpthroughthe outlet valve. (5) The contact points are closed as the bellows are fully contracted. This causes the electromagnet to pull the armature down and repeatthepumpingprocess. (6) Thepumpwillstopwhenthefuelpressureishighenoughtohold thebellowsexpandedagainstthereturnspring. Theoperatingpressureof thepumpisdeterminedbythereturnspringpressure. 5. FuelTankVentilationSystems

a. Purpose. The fuel tank needs a ventilation system to keep the pressurewithinitequaltoatmosphericpressure.Thisisimportantforthe followingreasons: (1) Airmustbeallowedtoenterthetankasthefuelispumpedout. Withoutventilationofthetank,thepressureinthetankwoulddroptothe pointwherethefuelpumpwouldnotbeabletodrawfuelfromit.Insome cases,thehigherpressurearoundtheoutsideofthetankcouldcauseitto collapse. (2) Temperature changes cause the fuel in the tank to expand and contract. Absence of a ventilation system could cause excessive or insufficientfuellinepressure. b. Configurations.Themostcommonmethodsofventingafueltankare: (1) Byventingthefueltankcaptotheatmosphere.Thismethodwas themostcommononearlierpassengercarsandtrucks.Itstillisusedon vehicles notsubjecttoemissioncontrolregulationsorthatarenotused forfording. (2) Byprovidingalinetothefueltankthatventsthefueltankat apointhighenoughtopreventwaterfromenteringwhenfordingwater.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (3) Vehicles that are subject to emission control regulations have fueltankventilationsystemsthatworkinconjunctionwiththeevaporation controlsystem. 6. IntakeManifold

a. Description(figure7).Aproperlydesignedintakemanifoldshould performthefollowingfunctions: FIGURE7.TYPICALINTAKEMANIFOLD.

(1) Deliver the mixture to the cylinders in equal quantities and proportions. Thisisimportantforsmoothengineperformance. Thelength of the passages should be as near equal as possible to distribute the mixtureequally. (2) Help to keep the vaporized mixture from condensing before it reaches the combustion chamber. Because the ideal mixture should be vaporized completely as it enters the combustion chamber, this is very important. To reduce condensation of the mixture, the manifold passages shouldbedesignedwithsmoothwallsandaminimumofbends,whichcollect fuel. Smooth flowing intake manifold passages also increase volumetric efficiency. (3) Aidinthevaporizationofthemixture. Todothis,theintake manifold should provide a controlled system of heating. This system of heatingmustheatthemixtureenoughtoaidin

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 vaporization without heating to the point of significantly reducing volumetricefficiency. b. RamInduction.Intakemanifoldscanbedesignedtoprovideoptimum performance for a given engine speed range by varying the length of the passages.Theinertiaofthemovingintakemixturewillcauseittobounce backandforthinthemanifoldpassagefromtheendofoneintakestroketo thebeginningofthenextintakestroke.Ifthepassageisthentheproper length,sothatthenextintakestrokeisjustbeginningasthemixtureis rebounding,theinertiaofthemixturewillcauseittoramitselfintothe cylinder.Thiswillincreasethevolumetricefficiencyoftheengineinthe designatedspeedrange.Itshouldbenotedthattherammanifoldwillserve nousefulpurposeoutsideofitsdesignatedspeedrange. c. Heating the Mixture. Providing controlled heat for the incoming mixtureisveryimportantforgoodperformance.Theheatingofthemixture maybeaccomplishedbyoneorbothofthefollowing: (1) Directing a portion of the exhaust through a passage in the intakemanifold(figure8).Theheatfromtheexhaustthatisdivertedinto the intakemanifoldheatpassageiscontrolledbyamanifoldheatcontrol valve. FIGURE8.EXHAUSTHEATEDINTAKEMANIFOLD.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (2) Directing the engine coolant, which is laden with engine heat, throughtheintakemanifoldonitswaytotheradiator. 7. AirFilters

a. Purpose. Theairfilterfitsovertheengineairintaketofilter outparticlesofforeignmatter.Anyforeignmatterthatenterstheintake willactasanabrasivebetweenthecylinderwallsandthepistons,greatly shorteningenginelife.Twotypesoffiltersinusearethewettheanddry types. b. WetType. The wettype, or oil bath air filter, consists of the mainbody,thefilterelementthatismadeofwovencoppergauze,andthe cover. Operationisasfollows:Theincomingairentersbetweenthecover andthemainbody.Itispulleddowntothebottomofthemainbody,where itmustmakea180 turnasitpassesovertheoilreservoir. Astheair passesovertheoilreservoir,mostoftheparticleswillnotmaketheturn; they will hit the oil and be trapped. As the air continues upward and passesthroughthefilterelement,smallerparticlesthatbypassedtheoil will be trapped. The air keeps the filter element soaked with oil by creating a fine spray as it passesthereservoir. Theairfinally makes another180turnandentersthecarburetor. c. DryType(figure9onthefollowingpage).Thedrytypeairfilter passes the incoming air through a filtering medium before it enters the engine. The filtering medium consists of oilsoaked copper mesh or replaceablepleatedpaper,thelatterbeingthemostcommon. 8. PrinciplesofCarburetion

a. Composition of Air. Air is composed of various gases, mostly nitrogenandoxygen(78percentnitrogenand21percentoxygenbyvolume). These gases are composed of tiny particles called molecules as are all substances. In the air surrounding the earth, the molecules are able to movequitefreelyinrelationtoeachotherasinallgases.Themolecules ofairareattractedtotheearthbygravity,creatingtheatmosphere.The weightoftheairmoleculescreatesatmosphericpressure.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE9.DRYTYPEAIRFILTERS.

b. Evaporation. Evaporationisthechangingofaliquidtoavapor. Themoleculesoftheliquid,notbeingcloselytiedtogether,areconstantly moving about among themselves. Any molecule that moves upward with sufficientspeedwilljumpoutoftheliquidandintotheair.Thisprocess will cause the liquid to evaporate over a period of time. The rate of evaporationisdependentonthefollowing: (1) Temperature. The rate of movement of the molecules increases with temperature. Because of this, the amount of molecules leaving the liquidinagiventimewillincreaseasthetemperatureincreases. (2) Atmospheric Pressure. As atmospheric pressure increases, the amount of air molecules present over the liquid also increases. The increasedpresenceofairmoleculeswillslowtherateofevaporation.This isbecausethemoleculesofliquidwillhavemoreairmoleculestocollide with.Inmanycases,theywillfallbackintotheliquidaftercollision. (3) Closed Chamber. As evaporation takes place in a closed container, the space above the liquid will reach a point of saturation. Whenthishappens,everymoleculeofliquidthatenterstheairwillcause anotherairbornemoleculeofliquidtofallback.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (4) Volatility. The term volatility refers to how fast a liquid vaporizes. Alcohol,forinstance,vaporizesmoreeasilythanwater. Some liquids vaporizeeasilyatroomtemperature. Ahighlyvolatileliquidis onethatisconsideredtoevaporateeasily. c. Venturi Effect (figure 10). A venturi effect is used by the carburetortomixgasolinewithair.Thebasiccarburetorhasanhourglass shaped tube called athroat. Themostconstrictedpartofthethroat is calledtheventuri. Atubecalledadischargenozzleispositionedinthe venturi. The discharge nozzle is connected to a reservoir of gasoline, calledthefloatbowl.Thenegativepressurethatexistsinthecombustion chamber, because of the downward intake stroke of the piston, causes atmospheric pressure to create an airflow through the carburetor throat. This airflow must increase temporarily in speed as it passes through the venturi,duetoitsdecreasedsize. The increased speed of the airflow will also result in a corresponding decrease in pressure within the venturi and at the end of the discharge nozzle. Whenthisoccurs,atmosphericpressurewillpushgasolinethrough thedischargenozzleandintothecarburetorthroat,whereitwillmixwith theintakeairflow. FIGURE10.VENTURIEFFECT.

21

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 d. ABasicCarburetor. Theidealstateforthefueltobeinwhenit reaches thecylinderistobevaporizedcompletely. Goodintakemanifold design will help to vaporize the fuel, but the carburetor must properly atomizethefuelbeforehand.Atomizationofthefueloccursasitisdrawn into the venturi. As the fuel comes out of the discharge nozzle, it is brokenintotinydropletswhichentertheairflow.Toensurethatthereis a high degreeofatomization,atinyholecalledanairbleedisused to allow air to mix with the fuel in the discharge tube. The fuel is then furtheratomizedasitenterstheventuri. Toensureproperfuelflow,a secondary venturi or a venturi booster may be used. It will further decreasethepressureatthedischargenozzle. e. AirFuel Ratio. The proportions of an airfuel mixture are expressedintermsoftheairfuelratio.Itistherelationshipbyweight ofthemixture.Anexampleofhowthisisexpressedwouldbe: AirFuelRatio=12:1. Inthisairfuelmixture,theairwouldbe12timesasheavyasthefuel. Theoperationalrangeofairfuelratiosintheaveragegasolineengineare fromapproximately9:1toapproximately17:1.Airfuelratiosonthelower end(lessair)areconsideredtoberichmixtures;theairfuelratiosat thehigherend(moreair)areconsideredtobeleanmixtures. Agasoline engine, propelling a vehicle at a steady speed, operates on an airfuel ratioofapproximately15:1.Consideringthatgasolineweighsapproximately 640timesasmuchasair,itcanbeseenthatagasolineengineconsumesa tremendousamountofair.If,infact,theairfuelratiowasconsideredby volumeratherthanweight,itwouldbeseenthatagasolineengineoperating onanairfuelratioof15:1consumesapproximately9600gallonsofairfor everygallonofgasoline. 9. ConstructionoftheBasicCarburetor

a. Throttle Valve (figure 11 on the following page). The throttle valveisusedtoregulatethespeedandpoweroutputoftheengine.Itis controlledbytheacceleratorpedal,andusuallyconsistsofaflat,round platethattiltswiththethrottleshaft.Astheacceleratorpedalisfully

22

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 depressed, the throttle valve is moved from a position of completely restrictingthethroattobeingcompletelyopen.Anidlestopscrewisused to keep thethrottlevalveopen slightlysothattheenginemayrunat a regulatedidlespeedwithnofootpressureontheaccelerator. Thisscrew maybeturnedinorouttoregulateengineidlespeed. FIGURE11.THROTTLEVALVE.

b. FloatCircuit. (1) Purpose. Thefloatcircuitmaintainsasteadyworkingsupplyof gasolineataconstantlevelinthecarburetor. Thisisverycriticalto properengineperformance.Anexcessivelyhighfloatlevelwillcausefuel toflowtoofreelyfromthedischargetube,causinganoverlyrichmixture; whereasanexcessivelylowfloatlevelwillcauseanoverlyleanmixture. (2) Operation (figure 12 on the following page). The fuel pump delivers gasoline under pressuretothecarburetor. Thefollowing events occurasthegasolineentersthecarburetorthroughthefuelinlet: (a) Thegasolinebeginstofillthefloatbowl. (b) Thefloatriseswiththelevelofthegasoline.

23

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE12.FLOATCIRCUIT.

(c) The needle valve is closed by the rising float as the fuel reachesthedesiredlevelinthefloatbowl. (3) As theengineusesthegasolinefromthefloatbowl,thelevel willdrop. Thiswillcausethefloattodrop,whichwillopentheneedle valvetoletinmorefuel. (4) Venting (figure13onthefollowingpage). Thepressureinthe float bowl must be regulated to assure the proper delivery of fuel and purgingofvapors.Thefollowingsystemsanddevicesareaddedtothefloat circuitsystemtoprovidefortheseneeds. (a) Balance Tube. Due to the restrictions imposed by the air filterandchangingairvelocitiesbecauseofvaryingenginespeeds,theair pressureintheairhornisusuallylowerthanatmosphericpressure. The pressureinthefloatbowlmustequalthatoftheairhorninorderforthe carburetortoprovidefueldelivery. Atubecalledabalancetubeisrun betweentheairhornandthefloatbowltoaccomplishthistask.

24

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE13.CONTROLLINGFUELBOWLPRESSURE.

(b) IdleVent.Becausegasolineishighlyvolatile,itcancreate overlyrichmixturesduringlongperiodsofengineidle. Thisisbecause thefuelbeginstoevaporateinthefloatbowlandthevaporsgetintothe airhornthroughthebalancetube.Thesolutiontothisproblemistohave anoutsideventforthefloatbowlwhichisopenedwhenevertheengineis idling.Theidleventisactivatedbylinkagefromthethrottlevalve.The idle vent system on later vehicles may be part of the emission control system. 10. SystemsoftheCarburetor

a. General. Thetwooperatingsystemsofthecarburetoreachcontain two circuits providing the flexibility to operate throughout the entire enginespeedrange. Bothofthesesystemsobtaingasolinefromthefloat bowlthroughthemainjet(figure14onthefollowingpage).Themainjet isapreciselysizedopeningthathelpsgoverntheamountoffuelused.The main jet is usually replaceable and is available in a variety of sizes. Carburetorscanbetailoredtomeetvariousneedsbyvaryingjetsizes.In addition to the above, the carburetor must provide other systems to compensate for temperature change and for quick changes in throttle position.

25

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE14.MAINJET.

b. IdleandLowSpeedSystem. (1) Purpose. Theidleandlowspeedsystemprovidestheproperair fuelmixturewhentheengineisatidleandduringotherperiodsofsmall throttle opening. During these periods, there is not enough air flowing throughthethroattomakethedischargenozzlework. (2) Operation (figure15onthefollowingpage). Theidleandthe lowspeedportionsofthesystemarereallyseparatecircuitsinoperation. The idle circuit sustains the engineatidle. Asthethrottlebegins to open,theeffectivenessoftheidlecircuitfallsoffgraduallyasthelow speed circuit takes over. The transition between the two circuits is a smooth one. Operation from engine idle through lowspeed range is as follows: (a) The throttle valve is almost closed at engine idle. This creates a high vacuum in the area of the carburetor under the throttle valve. This high vacuum causes atmospheric pressure to push gasoline throughtheidleportfromthefloatbowl.Thegasolinemixeswiththeair thatisdrawninaroundthethrottlevalve.Themixturethenisdrawninto theengine.

26

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 FIGURE15.IDLEANDLOWSPEEDSYSTEMS.

- LESSON 1/TASK 2

(b) Asthethrottlevalveisopened,thevacuumunderitbeginsto falloff,causinglessgasolinetobedrawnfromtheidleport.Asmoreair flows throughthethroat,thegasolinewillbeginflowingthroughthelow speed or offidle discharge port, which is usually in the shape of a rectangularslotoraseriesoftwoorthreeholes. Duringthelowspeed systemoperation,thereisstillnotenoughairflowthroughthethroatfor thedischargenozzletowork. (3) Idle Mixture Screw. A needle shaped screw is used in the carburetor to regulate the idle port opening. The airfuel ratio of the idlesystemcanbeadjustedbyturningthescrewinorout. (4) AirBleeds. Airbleedsalsoareusedintheidleandlowspeed circuitstohelpatomizethefuel. (5) Passage toFloatBowl. Thepassagethatsuppliestheidleand lowspeed circuits must (at some point) be higher than the level of the gasolineinthefloatbowl.Ifthispassagewentstraighttotheidleand lowspeedports,thefloatbowlwouldbeabletodrainthroughthem.

27

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 c. HighSpeedandHighSpeedEnrichmentCircuits. (1) Purpose.Thehighspeedcircuitsuppliesthefuelairmixtureto the engine during medium to full throttle valve opening. The highspeed circuitgraduallywilltakeoverfromthelowspeedcircuitasthethrottle isdepressed.Thecarburetorisdesignedtoprovideapproximatelya16:1to 17:1airfuelratioundernormal,steadyspeedconditions. Thehighspeed enrichmentcircuitwillenrichthemixturetoapproximately11:1to12:1if aheavydemandisplacedontheengine. (2) Operation(figure16).Thehighspeedcircuittakesitsgasoline from the floatbowlthroughthemainjet. Thegasolineisfedthrough a passageway to the discharge nozzle, where it sixes with the air in the venturi. Opening the throttle valve and accelerating the engine speed increasestheairflowintheventuri,whichcausesaproportionalincrease in the amount of gasoline from the discharge nozzle. The highspeed enrichmentsystemincreasesthefuelflowtothedischargenozzlebyeither increasingthemainjet FIGURE16.HIGHSPEEDSYSTEMS.

28

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 opening,orbyprovidingasecondsupplyoffuelfromthefloatbowl.Three basichighspeedenrichmentsystemsarepowerjet,vacuumoperatedmetering rod,andmechanicallyoperatedmeteringrod. (a) Power Jet (figure 17). Thepowerjetsystemincludes a jet that is opened by a vacuum operated piston. The jet provides an extra supply of fuel to the discharge nozzle from the float bowl. When the throttle valve is not opened wide, there will be high manifold vacuum becausethecarburetorthroatisrestricted. Thishighmanifoldvacuumis usedtoholdthevacuumpistonagainstitsspring.Whenthepistonisup, the spring in the power jet will hold it closed. The throttle valve is openedwhenextrapowerisdemanded,causingadropinmanifoldvacuum.As manifoldvacuumdrops,thespringonthevacuum FIGURE17.VACUUMPOWERJET.

29

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 pistonpushesthepistondown,whichinturnpushesthepowervalveopen. The power jet is sometimes referred to as the economizer and the vacuum pistonasthestepuporpowerpiston. (b) VacuumOperatedMeteringRod(figure18).Thevacuumoperated meteringrodusesarodwithadiameterthatgetsprogressivelylargerin stepsfromitsend.Thevacuumpistonoperatesthemeteringrod.Whenthe engine load is light and manifold vacuum is high, the piston pushes the meteringrodintothejetagainstspringpressure,restrictingtheflowto the discharge tube. When the load demand increases, the manifold vacuum decreases, causing the piston spring to lift the metering rod out of the jet,progressivelyincreasingthefuelflowtothedischargetube. FIGURE18.VACUUMOPERATEDOPERATEDMETERINGROD.

(c) MechanicallyOperatedMeteringRod(figure19onthefollowing page).Themechanicallyoperatedmeteringrodworksbythesameprinciples asthevacuumoperatedmeteringrod,exceptthatitisoperatedbylinkage fromthethrottlevalve.Thelinkageiscalibratedsothatthemeteringrod regulatesthefuelperfectlyforeachthrottleposition.

30

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620

- LESSON 1/TASK 2

FIGURE19.MECHANICALLYOPERATEDMETERINGROD.

d. AcceleratorPumpCircuit. (1) Purpose. Whenthethrottlevalveissuddenlyopened,thereisa corresponding sudden increase in the speed of the airflow through the carburetor. Because the air is lighter than the gasoline, it will acceleratequicker,causingaveryleanmixturetoreachtheenginefora briefperiod.Thiswouldresultinaseverelaginengineperformanceifit werenotfortheacceleratorpumpcircuit.Itsjobistoinjectameasured chargeofgasolineintothecarburetorthroatwheneverthethrottlevalveis opened. (2) Operation. Theacceleratorpumpcircuitconsistsofapumpthat is operated by linkage directly from the throttle valve. There are passageways that connect the pump to the float bowl and pump discharge nozzle. Twocheckvalvesinthesystemcontrolthedirectionofgasoline flow.Operationisasfollows: (a) The pump is pusheddowninthepumpchamberasthethrottle valveisopened,forcinggasolinethroughtheoutletpassageway. 31

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620

- LESSON 1/TASK 2

(b) The inletcheckvalvewillseat,keepinggasolinefrombeing pumpedbacktothefloatbowl. (c) The outlet check ball will be forced off its seat, allowing the gasoline to pass to the pump discharge nozzle where it will be dischargedintothethroat. (d) Thepumpisraisedinthechamberwhenthethrottlevalveis closed,causingtheoutletcheckballtoseat,blockingthepassageway. (e) The inlet check ballispulledoffitsseatandgasoline is pulledintothechamberfromthefloatbowl. (f) The pump chamber is filled with gasoline and ready to dischargewheneverthethrottlevalveisopened. (3) DiaphragmPump(figure20onthefollowingpage).Thediaphragm typepumpsystemworkssimilarlytothepistontype,withtheexceptionof the pump design which includes a flat rubber diaphragm. By flexing this diaphragm,apressuredifferentialiscreatedthatresultsinpumpaction. (4) ControllingPumpDischarge. Thelinkagebetweentheaccelerator pumpandthethrottlecannotbesolid.Ifitwere,thepumpwouldactasa damper, not allowing the throttle to be opened and closed readily. The linkage usually activates the pump through a slotted shaft or something similar. Whenthethrottleisclosed,thepumpisheldupbyitslinkage. Whenthethrottleisopened,thepumpisactivatedbybeingpusheddownbya spring,calledadurationspring. The tension of the duration spring controls the length of time that the injectionoffuellasts.Thespringiscalibratedtospecificapplications. Too much spring pressure will cause fuel to be discharged too quickly, resulting inreducedfueleconomy. Toolittlespringpressurewillcause fueltobedischargedtooslowly,resultinginenginehesitations. e. ChokeSystem. (1) Purpose.Whentheengineiscold,thegasolinetendstocondense intolargedropsinthe

32

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE20.DIAPHRAGMACCELERATORPUMP.

manifold rather than vaporizing. By supplying a richer mixture (8:1 to 9:1), there will be enough vapor to assure complete combustion. The carburetor is fitted with a choke system to provide this richer mixture. Thechokesystemprovidesaveryrichmixturetostartthecoldengine.It thengraduallymakesthemixturelessrichastheenginereachesoperating temperature. (2) Operation (figure 21 on the following page). The choke system consistsofaflatplatethatrestrictsthethroatabovetheventuri,butis locatedbelowthebalancetubesothatithasnoaffectonthepressurein thefloatbowl.Thisplateiscalledachokevalve,and,likethethrottle valve,ismountedonashafttotiltitopenedorclosed. 33

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE21.CHOKEVALVEOPERATION.

(3) Manuel Choke System (figure 22 on the following page). The manuallyoperatedchokeusedtobethemostcommonmethodofcontrollingthe choke valve. Due to emission regulations and the possible danger in use withcatalyticconverters,andtotechnologicaladvancesinautomaticchoke systems,manualchokesystemsarelittleusedtoday. Inamanualsystem, the choke valve is operated by a flexible cable that extends into the driver'scompartment.Asthecontrolispulledout,thechokevalvewillbe closedsothattheenginecanbestarted.Asthecontrolispushedbackin, thepositionofthechokevalveisadjustedtoprovidethepropermixture. The following are two features that are incorporated into manual choke systems to reduce the possibility of engine flooding by automatically admittingairintotheengine: (a) Aspringloadedpoppetvalvethatisautomaticallypulledopen bytheforceoftheengineintakestrokes. (b) Achokevalvethatispivotedoffcenteronitsshaft. This willcreateapressuredifferentialbetweenthetwosidesofthechokevalve when it is subjected to the engine intake, causing it to be pulled open againsttheforceofspringloadedlinkage.

34

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 FIGURE22.MANUALCHOKESYSTEM.

- LESSON 1/TASK 2

(4) AutomaticChokeSystem(figure23).Theautomaticchokecontrol system is centered around a thermostatic coil spring. The spring exerts pressuretoholdthechokevalveclosed.Heatisappliedtothecoilafter the engine is started. The heatcausesthecoiltoexpand,allowing the choketoopen. FIGURE23.AUTOMATICCHOKESYSTEM.

35

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620

- LESSON 1/TASK 2

(5) Providing Automatic Choke Heat. The four methods of providing controlledheattotheautomaticchokethermostaticspringare: (a) Electricity (figure 24). A large portion of the vehicles currently produced use an electric coil to heat the thermostatic coil spring. The heating coil is switchedonwiththeignitionswitch. Some systemsemployacontrolunitthatpreventspowerfromreachingtheelectric coiluntiltheenginecompartmentreachesadesiredtemperature. FIGURE24.ELECTRICCHOKE.

(b) Engine Coolant (figure 25 on the following page). Another method of heating the thermostatic coil is to circulate engine coolant throughapassageinthethermostathousing. (c) Intake Manifold Crossover (figure 26 on the following page). Oneofthemostpopularmethodsofprovidingchokeheat,untilrecentyears, istoutilizeexhaustheat. Theusualwayofdoingthisistomountthe choke mechanism containing the thermostatic coil in a molded well on the intake manifold over the crossover passage. The choke mechanism then operatesthechokevalvethroughlinkage.

36

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 FIGURE25.ENGINECOOLANTHEATEDCHOKE.

- LESSON 1/TASK 2

FIGURE26.WELLTYPEEXHAUSTHEATEDCHOKE.

37

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (d) Exhaust Manifold (figure 27). This system has the choke mechanismmountedonthecarburetorinasealedhousing.Thechokehousing isconnectedtoatubethatrunsthroughtheexhaustmanifold. Thistube suppliesheattothechokemechanism. Thechokehousingalsoisconnected internallytoamanifoldvacuumsource. Astheengineruns,themanifold vacuumdrawsairthroughtheheattubeandthechokehousing.Theheattube passesrightthroughtheexhaustmanifoldsothat,asittakesinfreshair viathechokestove,itwillpickupheatfromtheexhaustwithoutsending anyactualexhaustfumestothechokemechanism. Heatingofthefreshair enteringtheheattubeoccursinthechokestove. FIGURE27.EXHAUSTHEATTUBETYPECHOKE.

(6) RegulatingChokeValveOpening.Aswiththemanualchokesystem, a device must be incorporated that will open the choke a measured amount againsttheforceofthethermostaticcoil.Themanifoldvacuumusuallyis usedtooperatethischokingdevice. (a) Choke Piston. The choke piston can be integral to the carburetor, as can the passage that supplies vacuum to it. The vacuum passageis

38

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 situatedonthesideofthepistoncylindersothatitwillonlypullthe chokevalveopenthedesiredamountbeforethepistonwillcoverthevacuum passage. Thiswillblockthepassage,keepingthepistonfrommovingany further. (b) Choke Piston Integral with Choke Housing. The choke piston systemalsomaybeintegratedwiththechokeheatingsystem. Thisisdone byputtingthechokepistonintothechokehousing.Asthemanifoldvacuum pullsthepistonopen,controlledlinkagearoundthepistonallowsthesame vacuumsourcetopullinheatedairforthechoke. (c) Remote Choke Pulloff. The remote choke pulloff is the most commonconfigurationincurrentautomotivedesign. Itismadefromeither metal or plastic and uses a rubber diaphragm that pulls the choke open throughlinkage.Thelinkageisadjustabletoobtaintheproperchokevalve opening. Theleveronthechokeshaftisslottedsoitwillnotinterfere withfullchokevalveopening. (d) TwoStageChokePulloff. Avariationofthechokepulloffis thetwostagechokepulloffthathasaspringloadedtelescopingpullrod. Thechokevalve,inthebeginning,willbepulledopenonlypartially. As thethermostaticcoilheatsandrelaxes,itwillbeovercomebythepressure of the spring on the telescoping pull rod and the choke valve will open further. This design provides more precise control and is popular with emissioncontrolledvehicles. (7) FastIdleCam(figure28onthefollowingpage).Whenthechoke system is operating during warmup, the engine must run at a faster idle speedtoimprovedriveabilityandpreventflooding.Toaccomplishthis,the carburetor is fitted with a fast idle can operated by linkage from the choke. Thefastidlecamoperatesbyholdingthethrottlevalveopen. As the choke valve gradually opens,thecanrotates,graduallyreducing idle speed.

39

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE28.FASTIDLECAMOPERATION.

(8) ChokeUnloader. Ifforsomereasontheengineshouldfloodwhen itiscold,adeviceisneededtoopenthechokesothatairmaybeadmitted tocorrectthecondition. Thedevicethataccomplishesthisisthechoke unloader.Thechokeunloaderusuallyconsistsofaprojectionfromthefast idlecan,whichinteractswiththethrottlelinkage. Theoperationisas follows: (a) Asthethrottlevalveisfullyopened,theprojectiononthe throttlelevercontactstheprojectiononthefastidlecan. (b) Thethrottlelever,throughthefastidlecam,thenpullsthe chokevalveopenameasuredamount. f. MultipleVenturiCarburetion. (1) General. A multipleventuri or multiplebarrel carburetor is reallyacarburetorthathastwoorfourseparatesingleventuricarburetors arrangedinaclusterwhichinmostcasesshareacommonchoke,float,and acceleratorpumpingsystem. (2) Purpose. There are two reasons for using multipleventuri carburetion: (a) The use of two separate carburetors, each feeding separate cylinders,canhelptoimprovefueldistribution.

40

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (b) The operating range of the engine can be increased, and driveabilityimproved,ifthethrottlelinkageisarrangedtophaseinthe carburetorventurisgraduallyastheacceleratorpedalisdepressed. Therearetwobasicarrangementsforthethrottlelinkage,dependingonthe purposeforhavingmultipleventuricarburetion. Thelinkagearrangements arediscussedinthenexttwosubparagraphs. (3) Fixed Throttle Linkage (figure 29). Fixed throttle linkage is usedmostlyontwoventuriortwobarrelcarburetorsonenginescontaining sixormorecylinders.Thislinkagearrangementisusuallyinstalledonan intakemanifoldsoarrangedthateachventuriisfeedingaselectedhalfof thecylinders.Theseparationofthecarburetorventuriswithintheintake manifold is usually to keep consecutively operating cylinders separated. Whenevertwocylindersgothroughpowerstrokesconsecutively,thesecondof thetwocylinderstendstohaveitsfuelsupplycutoff.Thefixedthrottle linkage arrangement is asolid throttleshaftthatoperatesboththrottle valvessimultaneously. Thereisanidlemixturescrewoneachsideofthe carburetor. The accelerator pump discharge nozzle usually contains two outlets. FIGURE29.TWOBARRELCARBURETORWITHFIXEDLINKAGE.

41

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620

- LESSON 1/TASK 2

(4) Progressive Throttle Linkage. Progressive throttle linkage is set up to openonethrottle valve,oronesetofthrottlevalves,at the beginning of the linkage travel and to begin to open the second throttle valve,orsetofthrottlevalves,whenthefirstisabouttwothirdsopen. Thegeometryofthelinkageissetupsothatasthethrottlereachesthe fullopenpoint,allofthethrottlevalveswillbewideopen.Thepurpose istoprovideacarburetorthatwillhaveaventurismallenoughtoprovide goodthrottleresponseandfueleconomyatlowspeed,yetlargeenoughto allow the engine to perform well at high speed. The section of the carburetor that operates at low speed is called the primary section; the section that operates at high speed is celled the secondary section. It shouldbenotedthattheprimarysectionofthecarburetorworksthroughout theengine'soperationalrange.Itshouldalsobenotedthatthesecondary sectionofthecarburetorhasnochoke,acceleratorpump,lowspeed,idle, or highspeed enrichment system. These systems are unnecessary in the secondarysectionofthecarburetorforthefollowingreasons: (a) Thesecondarysectionofthecarburetorislockedoutsothat itsthrottlevalve(s)willnotopenwhenthechokesystemisoperationalon theprimarysideofthecarburetor. (b) Atthespeedthattheengineisoperatingwhenthesecondary section of the carburetor begins to operate, there will be no hesitation whichwouldmakeanaccelerationpumpsystemnecessary. (c) Becausethesecondarysectionofthecarburetoronlyoperates athighspeeds,itdoesnothavetobejettedfortwostagesofoperation andthereforewillnotrequireahighspeedenrichmentsystem. (d) Becausethesecondarysectionofthecarburetoroperatesonly athighspeeds,alowspeedandidlesystemareunnecessary. Therearenumerousdevicesandsystemsoflinkagethatareusedtomakethe secondarysectionofthecarburetoroperate.Theywillbediscussedinthe followingparagraphs.

42

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (5) Progressive Linkage Configurations. A carburetor equipped with progressive linkage is designed so that the accelerator pedal directly operates the primary throttle valve(s). There are two ways in which the secondarythrottlevalve(s)areoperated. (a) Mechanicallyoperatedsecondarythrottlevalve(s)(figure30) areactuatedbylinkagefromtheprimarythrottlevalve(s).Thelinkageis designedsothatitwillnotbeactuateduntiltheprimarythrottlevalve(s) are approximately twothirds open. The operating arm on the primary throttleshaftismadetobeapproximatelythreetimesaslongasthearmon thesecondarythrottle FIGURE30.MECHANICALPROGRESSIVELINKAGEOPERATION.

43

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 shaft,sothatthesecondarythrottlevalve(s)willopenallthewayduring thefinalthirdofprimarythrottlevalveopening.Theoperatingarmonthe secondary throttle shaft operates through a spring, so that it will not interferewithprimarythrottleoperationwhenthechokelockoutisengaged. (b) Vacuumoperated secondary throttle valve(s) (figure 31) are actuatedbyavacuumdiaphragmwhosevacuumsourceistheprimaryventuri. Theprincipleofoperationisthatasenginespeedincreases,thevacuumin the primary venturi also increases causing the diaphragm to pull the secondary throttlevalvesopen. Thereislinkagebetweentheprimaryand secondarythrottlevalve(s)inrelationtotheprimarythrottlevalves. FIGURE31.VACUUMPROGRESSIVELINKAGE.

44

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (6) Secondary Air Valve (figure 32). Carburetors equipped with mechanically operated secondary throttle valves are subject to engine hesitation if the throttle is suddenly opened all the way at low engine speeds,forthefollowingreasons: FIGURE32.SECONDARYAIRVALVEOPERATION.

(a) Theopeningofprimaryandsecondarythrottlevalvesprovides toomuchventuriareafortheenginetohandleatlowspeed.Itwillnotbe abletomoveenoughairthroughtheventuristoproperlydrawfuelfromthe dischargetubes,causingaleanmixture. (b) The secondarysectionofthecarburetorisnotequippedwith anacceleratorpumpsystemandwillcauseanenginehesitationatlowspeed. To correct this deficiency, most carburetors with mechanical progressive linkage use a secondary air valve. A secondary air valve fits into the secondary throat and serves to restrict airflow through the secondary venturi(s)untiltheengineisatahighenoughspeedtousethemcorrectly. Thevalveisactuatedbyavacuumunderit,whichpullsitopenagainsta springforce.

45

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (7) FourBarrel Carburetor (figure 33). The fourbarrel or four venturi carburetor consists of two primary venturis on a fixed throttle shaftthatareprogressivelylinkedtotwosecondaryventuristhatarealso onafixedthrottleshaft.Thefourbarrelcarburetoriscommonlyusedfor V8engineconfigurations,forthefollowingreasons: FIGURE33.TYPICALFOURBARRELCARBURETOR.

(a) The intake manifold may be divided to separate consecutive cylinders. (b) Thecarburetorservestheenginebetterthroughouttheentire loadandspeedrange. g. Updraft, Downdraft, and Sidedraft Carburetion (figure 34 on the followingpage).Carburetorsmaybebuiltsothattheairflowinthethroat isdownward,upward,orsideways,asshowninfigure34. h. Primer System. Some gasoline engines are fitted with a primer systemtoaidcoldstarting.Theprimersystemconsistsofahandpumpthat forcesgasolinethroughalinetoinjectitatcriticallocationsalongthe intakemanifold.Thesystemisnotusedverymuchinmodernequipment. 46

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE34.UPDRAFT,DOWNDRAFT,AND SIDEDRAFTCARBURETORS.

i. DegasserSystem. Thedegassersystemisdesignedtoshutoffthe supplyoffueltotheidlecircuitwheneverthereishighmanifoldvacuum, suchasperiodsofdeceleration,preventinglargeamountsoffuelfrombeing drawn into the engine through theidleport. Thedegasserconsists of a needle valve, a spring that holds the needle valve open, and a vacuum diaphragmthatoperatestheneedlevalvethroughafulcrum. Thediaphragm isoperatedbyamanifoldvacuum.Duringperiodsofnormalengineidle,the manifoldvacuumisnothighenoughtooperatethediaphragmandtheneedle valveremainsopen.Duringperiodsofdeceleration,themanifoldvacuumis highenoughtocausethediaphragmtoclosetheneedlevalve,shuttingoff theidlesystem.Theneedlevalvecanalsobeclosedbypushingabuttonon theinstrumentpaneltoenergizeasolenoid,closingtheneedlevalve.The purpose of this manual actuation device is to clear the idle circuit and manifoldofunburnedgasesbeforetheengineisturnedoff. j. Accessory Systems. There are numerous devices that are used on carburetorstoimprovedriveabilityandeconomy. Theirapplicationvaries fromvehicletovehicle. Thefollowingparagraphslistthemostcommonof thesedevices.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (1) HotIdleCompensator(figure35).Thehotidlecompensatorisa thermostaticallycontrolledvalvethathelpstopreventenginestallingwhen idlinginveryhotweather.Longperiodsofengineidlecauseanexcessive amount of vaporization of gasoline in the float bowl. These vapors will findtheirwayintothecarburetorthroatandcauseanoverlyrichmixture. The hot idle compensator consists of a bimetallic strip of metal which operates a valve that controls an air passage ending under the throttle valve. The bimetallic strip, which consists of two pieces of dissimilar metalwithdifferentexpansionrates,willcurlupwardsasthetemperature increases, opening the valve. This will, in turn, admit air under the throttlevalvecompensatingfortheoverlyrichmixture. FIGURE35.HOTIDLECOMPENSATOR.

(2) ThrottleReturnDashpot (figure36onthefollowingpage). The throttlereturndashpotactsasadampertokeepthethrottlefromclosing too quickly when the accelerator pedal is suddenly released. This is importanttopreventstallingoncarsequippedwithautomatictransmissions. Thethrottlelevercontactsthedashpotrodjustbeforethethrottlevalves close. Thiswill,inturn,pushinonthediaphragm.Thediaphragmslows theclosingofthethrottlebecauseitmustexhausttheairfromthechamber throughatinyventhole.When

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE36.THROTTLERETURNDASHPOT.

thethrottleopensagain,thedashpotspringpushesthediaphragmbackinto operatingposition,drawingairintothechamber. (3) Antidiesel Solenoid (figure 37 on the following page). The antidieselsolenoidcontrolsthethrottleopeningatengineidletoprevent dieseling. Engine dieseling is a condition that causes the engine to continue running after the ignition switch is turned off. It is a particularproblemwithemissioncontrolledvehiclesduetohigheroperating temperatures, higher idle speeds, leaner fuel mixtures, and lower octane gasoline.Thesolenoidisenergizedwhentheignitionswitchisturnedon, causing the plunger to open the throttle to idle speed position. The plungerlengthisadjustablesothattheidlespeedcanbeadjusted. When the ignition switch is turned off, the solenoid is deenergized and the throttleclosestightly,cuttingofftheairfuelmixture. Thiswillkeep theenginefromdieseling. (4) AirConditioning Solenoid (figure 37). The airconditioning solenoid is used on some engines to boost engine idle speed whenever the airconditionercompressorisrunning.Thiscompensatesfortheloadplaced ontheengine,thuspreventingstalling. Itsoperationissimilartothe antidieselsolenoiddescribedabove.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE37.ANTIDIESEL/AIRCONDITIONING SOLENOIDOPERATION.

(5) IdleSolenoidSystem(figure38onthefollowingpage).Theidle solenoidsystemservesthesamepurposeasthedegassersystem.Thesystem uses a solenoid whose operation is similar to the ones used in the two precedingparagraphs. Thesolenoidoperatesaneedlevalvethatopensand closesthecarburetoridleport. Theneedlevalveisinanormallyclosed position.Thesolenoidisactivatedwhentheignitionswitchisturnedon, openingtheneedlevalve.Thepurposeofshuttingofftheidlesystemwith the engine is to help eliminate engine dieseling. A sensing switch is locatedintheintakemanifoldtoshutofftheidlesystemwhenevermanifold vacuum is excessively high, to prevent excess amounts of fuel from being suckedinthroughtheidleportduringdeceleration.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 FIGURE38.IDLESOLENOIDSYSTEM.

(6) HeatedAirIntakeSystem. Mostlatermodelvehiclesarefitted with a heated air intake system to provide the best performance in all temperatureswithleanerfuelmixtures.Theheatedairintakesystemusesa damperdoorintheairfiltersnorkeltoselecteithercoldfreshairintake orheatedairthatisductedfromaheatstoveontheexhaustmanifold.The damperdoorismovedbyadiaphragmthatoperatesbymanifoldvacuum. The position of the damper door is determined by a temperature sensor. The systemwillkeepthetemperatureoftheintakeairatabout100to115F. Operationisasfollows: (a) When inlet air temperature is below 100, the temperature sensor willallowfullvacuumtoflowtotheoperatingdiaphragm,pulling thedamperdoortotheheatedairposition. (b) When theinletairisover115,thetemperaturesensor will bleed manifold vacuum off into the atmosphere. This will cause the diaphragm spring to push the damper door into the unheated fresh air position.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/TASK 2 (c) Thetemperaturesensorwillattimesbleedoffonlyaportion of vacuum, causing the damper door to remain between the hot and cold position. Thiswillregulatethetemperaturebyprovidingablendofhot andcoldair. (d) Whenever the engine is heavily accelerated, the manifold vacuum will drop and the damper door will move to the fresh air intake position. 11. Conclusion

Thistaskcoveredtheprinciples,constructionandfunctionofgasolinefuel systems, and completes lesson one. In lesson two, the function and construction of diesel fuel systems will be covered beginning with a discussion on the characteristics of diesel fuel. Before proceeding to lesson two, however, test your knowledge of lesson one by completing the practicalexercisethatfollows.

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PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/PE 1 PRACTICALEXERCISE1 1. Instructions

Onaplainpieceofpaper,respondtotherequirementslistedbelow. 2. FirstRequirement

Answerthesequestionsregardingthecharacteristicsofgasoline. a. Gasoline is the most popular petroleum based engine fuel. Gasoline containstwoelementsinsuchproportionthattheywillburnfreelyinair andliberateheatenergy.Whatisthenameofthesetwoelements? b. There are three major characteristicsofgasolinethataffectengine operation, one of which is volatility. Name the remaining two characteristics. c. Whenfuelthatisnotvaporizedleakspastthepistonringsandseeps intothecrankcase,itiscommonlyreferredtoas____________________. d. Describehowanenginewillfunctionwhenthefuelisnotdistributed evenlytoallcylinders? e. What is added to gasoline that mixes with the moisture and acts as antifreezetopreventfreezing? f. The normal combustion processinthecombustionchambergoesthrough threestagesthefirstofwhichistheformationofthenucleusofflame. Whataretheremainingtwostages? g. During what stage, in the combustion process, will detonation take place. h. The ability of a fuel to resist detonation is measured by its ____________________. i. What is the compound that is added to gasoline to raise its octane rating? j. Explainhowpreignitionhappensduringcompressionwithinanengine.

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PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/PE 1 3. SecondRequirement

Answerthefollowingquestiondealingwiththeprinciples,construction,and functionofgasolinefuelsystems. a. Whatisinstalledinsideagastanktopreventfuelfromsloshingand toreinforcetheoverallstrengthofthetank? b. Namethepartofthefueltankthatisdesignedtopreventfuelfrom beingspilledintothepassenger,engine,orcargocompartment. c. What type of fuel filter is periodically replaced and has a filter bodythatactsasafuelsedimentbowl? d. The purpose of a fuel pump is to move fuel from one fuel system componentanddeliverittoanotherfuelsystemcomponent. Whatarethese twocomponents? e. What type of fuel pump is most commonly used for gasoline engine applications? f. The fuel system component that helps to keep the vaporized fuel mixturefromcondensingbeforeitreachesthecombustionchamberisknownas ________________________. g. What form of intake design provides optimum performance for a given enginespeedrangebyvaryingthelengthoftheintakepassages? h. i. Namethetwotypesofairfilterspresentlyinautomotiveuse? Brieflydescribecarburetionventurieffect.

j. What is the carburetor component that is used to regulate the speed andpoweroutputoftheengine? k. What is the effect on engine performance of too high a carburetor floatlevel? l. Oneofthetwooperatingsystemsofthecarburetoristhehighspeed andhighspeedenrichmentcircuit.Whatisthenameoftheothercarburetor operatingsystem?

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PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/PE 1 m. Thehighspeedandhighspeedenrichmentcircuitcontainsacomponent that is vacuum operated and provides an extra supply of fuel to the dischargenozzle.Whatisthenameofthiscomponent? n. Brieflydescribetheoperationofthefloatcircuit.

o. Ifforsomereasontheengineshouldfloodwhenitiscold,adevice is needed to open the choke so that air may be admitted to correct the condition.Namethecarburetorcomponentthatperformsthisfunction. p. Acarburetorequippedwithprogressivethrottlelinkageisdesignedso that the accelerator pedal directly operates the primary throttle valves. Whatarethetwowaysinwhichthesecondarythrottlevalvesareoperated? q. Name the carburetor accessory component that is a thermostatically controlledvalvewhichhelpstopreventenginestallingwhenidlinginvery hotweather.

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PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/PE 1 LESSON1.PRACTICALEXERCISEANSWERS 1. a. FirstRequirement (1) (2) b. (1) (2) c. d. e. f. Carbon Hydrogen Purity Antiknockquality(octanerating)

Crankcasedilution. Theenginewillrununevenlyandpoweroutputwilldecrease. Deicingagents. (1) (2) Hatchingout Propagation

g. h. i.

Thethirdstage(propagation). Octanerating. Tetraethyllead.

j. Preignitionisanignitingoftheairfuelmixtureduringcompression before the spark occurs and is caused by some form of hot spot in the cylinder. 2. a. b. c. d. SecondRequirement Baffles. Fillerpipe. Replaceableinlinefuelfilter. (1) (2) e. f. 56 Fueltank Engine

Mechanicaltypefuelpump. Theintakemanifold.

PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 1/PE 1 g. h. Raminduction. (1) (2) i. j. Drytypeairfilter Wettypeairfilter

Venturieffectisusedbythecarburetortomixgasolinewithair. Throttlevalve.

k. An overly rich mixture that reduces engine power output caused by sparkplugfouling. l. m. Idleandlowspeedsystem. Powerjet.

n. The choke system consists of a flat plate that restricts the throat abovetheventuributislocatedbelowthebalancetubesothatithasno affectonthepressureinthefloatbowl. o. p. Thechokeunloader. (1) (2) q. Mechanical Vacuum

Hotidlecompensator.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 1 LESSON2 FUNCTIONANDCONSTRUCTIONOFDIESELFUELSYSTEMS TASK1. CONDITIONS Within a selfstudy environment and given the subcourse text, without assistance. STANDARDS Withinonehour REFERENCES Nosupplementaryreferencesareneededforthistask. 1. Introduction Describethecharacteristicsofdieselfuel.

The fuels used in modern highspeed diesel engines are derived from the heavierresiduesofthecrudeoilleftoverafterthemorevolatilefuels, suchasgasolineandkerosene,areremovedduringtherefiningprocess.The large, slow running diesel engines used in stationary or marine installationswillburnalmostanygradeofheavyfueloil.Thiscontrasts withthesmaller,highspeeddieselenginesthatrequireafueloilthatis aslightaskerosene. Although diesel fuels are considered a residue of the refining process, theirspecificationrequirementsarejustasexactingasgasoline.Inthis lesson, the function and construction of diesel fuel systems will be discussed.Thefirsttaskwilldescribethecharacteristicsofdieselfuel; thesecondtaskwillportraytheprinciples,construction,andfunctionof dieselfuelsystemsusedinvehicles.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 1 2. CharacteristicsofDieselFuels

a. Cleanliness. Probably the most necessary characteristic of diesel fuelsiscleanliness. Anyforeignmaterialpresentindieselfuel willcertainlycausedamagetothefinelymachinedinjectorparts. Damage occursintwoways: (1) Particlesofdirtcausescoringoftheinjectorcomponents. (2) Moisture in the fuel will cause corrosion of the injector components. Any damage to the fuel injectors will cause poor operation or render the engineinoperative.Controllingdirtandmoisturecontentindieselfuelis more difficult because it is heavier than gasoline. This causes foreign materialtoremaininsuspensionlonger,sothatsedimentbowlsdonotwork aswellaswithgasolinefuelsystems. b. Viscosity. The viscosity of a fluid is an indication of its resistancetoflow.Whatthismeansisthatafluidwithahighviscosity isheavierthanafluidwithalowviscosity.Theviscosityofdieselfuel mustbelowenoughtoflowfreelyatitslowestoperationaltemperature,yet high enough to provide lubrication to the moving parts of the finely machined injectors. The fuel must also be sufficiently viscous so that leakageatthepumpplungersanddribblingattheinjectorswillnotoccur. Viscosityalsowilldeterminethesizeofthefueldropletswhich,inturn, governtheatomizationandpenetrationqualitiesofthefuelinjectorspray. c. IgnitionQuality.Theignitionqualityofafuelisitsabilityto ignitespontaneouslyundertheconditionsexistingintheenginecylinder. Thespontaneousignitionpointofadieselfuelisafunctionofpressure, temperature,andtime. Becauseitisdifficulttoreproducetheoperating conditions of the fuel artificiallyoutsidetheenginecylinder,a diesel engine operating under controlled conditions is used to determine the ignitionqualityofdieselfuel.Theyardstickthatisusedtomeasurethe ignitionqualityofadieselfuelisthecetanenumberscale. Thecetane numberofafuelisobtainedbycomparingittotheoperationofareference fuel. The reference fuel is amixtureofalphamethylnaphthalene, which has

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 1 virtuallynospontaneousignitionqualities,andpurecetane,whichhaswhat areconsideredtobeperfectspontaneousignitionqualities.Thepercentage of cetane is increased gradually in the reference fuel until the fuel matches thespontaneousignitionqualitiesofthefuelbeingtested. The cetane number then is established for the fuel being tested based on the percentageofcetanepresentinthereferencemixture. d. Diesel engines have a tendency to produce a knock that is particularlynoticeableduringtimeswhentheengineisunderalightload. Thisknockingoccursduetoaconditionknownasignitiondelayorignition lag. When the power stroke begins, the first molecules of fuel injected into the combustion chamber must first vaporize and superheat before ignitionoccurs.Duringthisperiod,aquantityofunburnedfuelbuildsup in the combustion chamber. When ignition occurs, the pressure increase causes the builtup fuel to ignite instantly. This causes a disproportionate increase in pressure, creating a distinct and audible knock. Increasingthecompressionratioofadieselenginewilldecrease ignition lag and the tendency to knock. This contrasts with a gasoline engine, whose tendency to knock will increase with an increase in compressionratio.Knockingindieselenginesisaffectedbyfactorsother than compression ratio, such as the type of combustion chamber, airflow withinthechamber,injectornozzletype,airandfueltemperature,andthe cetanenumberofthefuel. e. Multifuel Engine Authorized Fuels. Multifuel engines are four stroke cycle diesel engines that will operate satisfactorily on a wide varietyoffuels.Thefuelsaregroupedaccordingly: (1) Primary and Alternate I Fuels. These fuels will operate the multifuelenginewithnoadditives. (2) AlternateIIFuels. Thesefuelsgenerallyrequiretheaddition ofdieselfueltooperatethemultifuelengine. (3) EmergencyFuels. Thesefuelswilloperatethemultifuelengine withtheadditionofdieselfuel;however,extendeduseoffuelsfromthis groupwillcauseeventualfoulingoffuelinjection

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 1 parts. Itshouldbenotedthattherearenoadjustmentsnecessarytothe enginewhenchangingfromonefueltoanother. f. Fuel Density Compensator. The multifuel engine operates on a varietyoffuels,withabroadrangeofviscositiesandheatvalues.These variations inthefuelsaffectengineoutput. Becauseitisunacceptable forthepoweroutputoftheenginetovarywithfuelchanges,themultifuel engine is fitted with adeviceknownasafueldensitycompensator. The fuel density compensator is a device that serves to vary the quantity of fuel injected to the engine by regulating the fullload stop of the fuel pump.Thecharacteristicsofthefuelsshowthattheirheatvaluesdecrease almost inversely proportional to their viscosities. The fuel density compensatorusesviscosityastheindicatorforregulatingfuelflow. Its operationisasfollows: (1) Thefuelsupplyentersthecompensatorthroughthefuelpressure regulator, where the supply pressure is regulated to a constant 20 psi regardlessofenginespeedandloadrange. (2) Thepressureregulatedfuelthenpassesthroughaseriesoftwo orifices. The two orifices, byofferinggreatlydifferentresistances to flow,formasystemthatissensitivetoviscositychanges. (a) Thefirstorificeisannular,formedbytheclearancebetween theservopistonanditscylinder.Thisorificeissensitivetoviscosity. (b) The second orifice is formed by an adjustable needle valve and,unlikethefirst,isnotviscositysensitive. (c) Afterthefuelpassesthroughthetwoorifices,itleavesthe compensatorthroughanoutletport.Fromhere,thefuelpassesbacktothe pump. (3) The highertheviscosityofthefuel,themoretroubleitwill havepassingthroughthefirstorifice.Becauseofthis,thefuelpressure undertheservopistonwillriseproportionallywithviscosity.Becausethe second orifice is not viscosity sensitive, the pressure over the servo pistonwillremainfairlyconstant.Thiswill

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 1 causeapressuredifferentialthatincreasesproportionallywithviscosity that, in turn,willcausethe pistontoseekapositioninitsbore that becomeshigherasviscosityincreases. (4) Theupwardmovementoftheservopistonwillmoveawedgeshaped movable plate which will increase fuel delivery. A lower viscosity fuel will cause the piston to move downward causing the pump to decrease fuel delivery. 3. Conclusion

This taskdescribedthecharacteristicsofdieselfuel. Havinggainedan understandingofdieselfuel,ourattentioninthenexttaskwillfocuson thefunctionandconstructionofdieselfuelsystems.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 LESSON2 FUNCTIONANDCONSTRUCTIONOFDIESELFUELSYSTEMS TASK2. Describe the principles, construction, and function of diesel fuelsystems.

CONDITIONS Within a selfstudy environment and given the subcourse text, without assistance. STANDARDS Withinonehour REFERENCES Nosupplementaryreferencesareneededforthistask. 1. Introduction

Thefuelinjectedintothecombustionchambermustbemixedthoroughlywith the compressed air and distributed as evenly as possible throughout the chamber if the engine is to function at maximum efficiency and exhibit maximum driveability. The welldesigned diesel engine uses a combustion chamberthatisdesignedfortheengine'sintendedusage. This task illustrates the function of a diesel fuel system. It will describe the principles and construction for the following components of this system: injection systems, fuel supply pumps, governors, timing devices,andcombustionchambers.Thecombustionchambersdescribedinthe following paragraphs are the most common, and cover virtually all of the designsusedincurrentautomotivepractice.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 2. CombustionChamberDesign

a. OpenChamber(figure39).Theopenchamberisthesimplestformof diesel chamber design. It is suitable only for slowspeed, fourstroke cycleengines,butisalsousedwidelyintwostrokecycledieselengines. Intheopenchamber,thefuelisinjecteddirectlyintothespaceatthetop ofthecylinder.Thecombustionspace,formedbythetopofthepistonand thecylinderhead,usuallyisshapedtoprovideaswirlingactionoftheair as the piston comes up on the compression stroke. There are no special pockets, cells,orpassagestoaidthemixingofthefuelandair. This typeofchamberrequiresahigherinjectionpressureandagreaterdegreeof fuelatomizationthanisrequiredbyothercombustionchamberstoobtaina comparableleveloffuelmixing.Thischamberdesignisverysusceptibleto ignitionlag. FIGURE39.OPENCOMBUSTIONCHAMBER.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 b. PrecombustionChamber(figure40).Theprecombustionchamberisan auxiliarychamberatthetopofthecylinder.Itisconnectedtothemain combustion chamber by a restricted throat or passage. The precombustion chamber conditions the fuel for final combustion in the cylinder. A hollowed out portion of the piston top causes turbulence in the main combustionchamberasthefuelentersfromtheprecombustionchambertoaid in mixing with air. The following steps occur during the combustion process: (1) Duringthecompressionstrokeoftheengine,airisforcedinto the precompressionchamberand,becausetheairiscompressed,itishot. Atthebeginningofinjection,theprecombustionchambercontainsadefinite volumeofair. (2) As theinjectionbegins,combustionstartsintheprecombustion chamber. Theburningofthefuel,combinedwiththerestrictedpassageto themaincombustionchamber,createsatremendous FIGURE40.PRECOMBUSTIONCHAMBER.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 amount of pressure in the precombustion chamber. The pressure and the initial combustion cause a superheated fuel charge to enter the main combustionchamberatatremendousvelocity. (3) Theenteringmixturehitsthehollowedoutpistontop,creating turbulenceinthechambertoensurecompletemixingofthefuelchargewith theair. Thismixingensuresevenandcompletecombustion. Thischamber design will provide satisfactory performance with low fuel injector pressuresandcoarsespraypatternsbecausealargeamountofvaporization takes place in the combustion chamber. This chamber is also not very susceptible to ignition lag, making it more suitable for high speed applications. c. TurbulenceChamber (figure41). Theturbulencechamberissimilar inappearancetotheprecombustionchamber,butitsfunctionisdifferent. Thereisverylittleclearancebetweenthetopofthepistonandthehead, sothatahigh FIGURE41.TURBULENCECHAMBER.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 percentage of the air between the piston and the cylinder head is forced into the turbulence chamber during the compression stroke. The chamber usually is spherical, and the opening through which the air must pass becomes smaller as the piston reaches the top of the stroke, thereby increasingthevelocityoftheairinthechamber.Thisturbulencespeedis approximately 50 times crankshaft speed. The fuel injection is timed to occurwhentheturbulenceinthechamberisthegreatest. Thisensuresa thoroughmixingofthefuelandtheair,withtheresultthatthegreater part of combustion takes place in the turbulence chamber itself. The pressure created by the expansion of the burning gases is the force that drivesthepistondownwardonthepowerstroke. d. SphericalCombustionChamber. Thesphericalcombustionchamberis designedprincipallyforuseinthemultifuelengine.Thechamberconsists ofabasicopentypechamberwithasphericalshapedreliefinthetopof the piston head. The chamber works in conjunction with a strategically positionedinjector,andanintakeportwhichproducesaswirlingeffecton the intakeairasitenters thechamber. Operationofthechamberis as follows: (1) As the air enters the combustion chamber, a swirl effect is introducedtoitbytheshapeoftheintakeport(figure42,viewA,onthe followingpage). (2) During the compression stroke, the swirling motion of the air continuesasthetemperatureinthechamberincreases(figure42,viewB,on thefollowingpage). (3) As the fuel is injected, approximately 95 percent of it is depositedontheheadofthepistonandtheremaindermixeswiththeairin thesphericalcombustionchamber(figure42,viewC,onthefollowingpage). (4) Ascombustionbegins,themainportionofthefuelissweptoff ofthepistonheadbythehighvelocityswirlthatwascreatedbytheintake andthecompressionstrokes.Asthefuelissweptoffofthehead,itburns through the power stroke, maintaining even combustion and eliminating detonation(figure42,viewDandE,onthefollowingpage).

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 FIGURE42.SPHERICALCHAMBER.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 3. InjectionSystems a. FuelInjectionPrinciples. (1) Methods. There are two methods of injecting fuel into a compressionignitionengine.Onemethodisairinjection.Thismethoduses a blast of air to force a measured charge of fuel into the combustion chamber. The other method is solid injection, where direct mechanical pressure is placed on the fuel itself to force it into the combustion chamber. Only the solid injection system will be discussed in this task becauseairinjectionisvirtuallyunusedinautomotiveapplications. (2) Fuel Atomization and Penetration. The fuel spray entering the combustion chamber must conform to the chamber's shape so that the fuel particleswillbewelldistributedandthoroughlymixedwiththeair. The shape of the spray is determined by the degree of atomization and penetration produced by the orifice through which the fuel enters the chamber.Atomizationisthetermusedtoindicatethesizeofthedroplets intowhichthefuelisbrokendown. Penetrationisthedistancefromthe orifice that the fuel droplets attain at a given phase of the injection period.Thedominantfactorsthatcontrolpenetrationarethelengthofthe nozzle orifice, the diameter of the orifice outlet, the viscosity of the fuel,andtheinjectionpressureofthefuel. Increasingtheratioofthe lengthoftheorificetoitsdiameterwillincreasepenetrationanddecrease atomization. Decreasingthisratiowillhaveanoppositeeffect. Because penetrationandatomizationareopposedmutuallyandbothareimportant,a compromiseisnecessaryifuniformfueldistributionistobeobtained.The amountoffuelpressureforinjectionisdependentonthepressureofthe air in the combustion chamber, and the amount of turbulence in the combustionspace. (3) FunctionoftheInjectionSystem. Itisimpossibletocoverthe operationandconstructionofthemanytypesofmoderninjectionsystemsin this lesson. However, the operation of the more common systems will be discussed. Ifthethreebasicfunctionsofdieselfuelinjectionarekept inmindwhilestudyingtheoperationofthesystems,itwillbeeasierto understandhowtheywork.Thethreebasicfunctionsare:

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 (a) Tometerthefuelaccurately. (b) To distribute thefuelequallytoallofthecylinders at a highenoughpressuretoensureatomization. (c) Tocontrolthestart,rate,anddurationoftheinjection. b. MultipleUnitInjection. (1) GeneralSystemOperation(figure43).Thebasicsystemconsists ofafuelsupplypump,fuelfilter,multipleunitinjectionpump,andone injectorforeachcylinder.Theoperationofthesystemisasfollows: FIGURE43.GENERALSYSTEMOPERATION.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 (a) The fuel supply pump and the fuel filter provide a low pressure supply of fuel to the multiple unit injection pump. Pressure usuallyisregulatedtoapproximately15psi. (b) The multiple unit injection pump contains an individual injection pump for each engine cylinder. Fuel is delivered from the multipleunitinjectionpumptotheinjectorsateachcylinderinatimed sequence and a regulated amount, based on accelerator pedal position and enginespeed. (c) The injectors receive fuel charges from their respective injectionpumpsandsprayitintothecombustionchambersinaspraypattern that is tailored to provide the best overall performance for their particularapplication. (2) TheMultipleUnitInjectionPump. (a) The multiple unit injection pump contains an individual plungertypeinjectorpumpforeachcylinder.Thesepumpsarearrangedina line so that they may be driven by a common camshaft. The lobes of the camshaftarearrangedsothattheyoperatetheinjectionpumpsinasequence thatcoincideswiththefiringorderoftheengine.Thiscamshaftisdriven by the engine, through gears, ataspeedofexactlyonehalfthat of the crankshaft.Thisexactspeedismaintainedsothattheinjectorswilleach deliver their fuel charge at thebeginningoftheirrespectivecylinder's powerstroke.Powerstrokesoccurduringeveryothercrankshaftrevolution inafourstrokecycledieselengine. (b) Excess fuelflowsfromtheinjectionpumpthroughtherelief valveandbacktothefueltank. Thereliefvalveusuallyisadjustedto openatapproximately15psi. (c) Thepumpsconsistofafinelyfittedplungerthatisactuated bythecamshaftagainsttheforceoftheplungerspring.Theborethatthe plungerridesinhastwopassagesmachinedintoit. Oneofthesepassages isthedeliveryport,throughwhichthepumpisfilled. Theotherpassage is the spill port, through which excess fuel is discharged. When the plunger is fully in its return position, fuel flows into the pump cavity throughtheuncovereddeliveryportandoutofthepumpcavitythroughthe uncoveredspillport.The

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 pump cavity always is kept full as the fuel flows through. The plunger movesupinitsboreasitisactuatedbythecamshaft,sealingtheports. Thefuelthatistrappedinthecavityisforcedoutofthepumpandtoits respectiveinjector. (d) Thepumpplungerhasarectangularslotcutintoitthatleads from the topface, down the side,andisfinallyconnectingtoahelical shapedcavitycalledthebypasshelix. Inoperation,theslotwillallow fuel to pass .to the bypass helix. As the bypass helix passes over the spillport,itwillallowaportionofthefuelchargetobypassbacktothe fueltankratherthanbeinjectedintotheenginecylinder.Theouterpump sleeveismadetorotateandhasgearteetharounditsouterdiameter. A horizontal toothedrackmesheswiththesegearteethtorotatethesleeve withoutanyplungerrotation.Bymovingtherackbackandforth,theouter pumpsleeveisrotated,movingthedeliveryandspillportsinrelationto the bypass helix on the pump plunger. This enables the volume of fuel injectedtothecylinderstobevariedbychangingtheeffectivelengthof thepumpstroke(thelengthofthepumpstrokethatoccursbeforethespill portisuncoveredbythebypasshelix).Therackextendsdownthewholerow ofinjectionpumpssothattheyarealloperatedsimultaneously. Theend result is that the injection pumps can be moved from full to nofuel deliverybymovingtherackbackandforth.Rackmovementiscontrolledby agovernor. (e) Whentheplungerbeginsitspumpstroke,itcoversbothports. Whenthishappens,thepressureexertedonthefuelcausesthespringloaded deliveryvalvetoliftoffofitsseat,therebypermittingfueltodischarge intothetubingthatleadstothespraynozzle.Attheinstantthebypass helixuncoversthespillport,thefuelbeginstobypass. Thiscausesthe pressureinthepumpcavitytodrop. Highpressureinthedeliverylinecombinedwithspringpressurecausesthe deliveryvalvetoclose. Whenthedeliveryvalvecloses,itpreventsfuel fromthelinefromdrainingbackintothepump,whichcouldcausethesystem toloseitsprime. Asthedeliveryvalveseats,italsoservestoreduce pressureinthedeliveryline.Thedeliveryvalvehasanaccuratelylapped displacementpistonincorporatedintoittoaccomplishpressurerelief.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 The pressure is relieved in the line by the increase in volume as the deliveryvalveseats. (3) FuelInjectors (figure44). Forproperengineperformance,the fuelmustbeinjectedintothecombustionspaceinadefinitespraypattern. Thisisaccomplishedbythefuelinjector. FIGURE44.MULTIPLEUNITINJECTOR.

(a) The fuel enters the nozzle holder body through the high pressureinlet.Itthenpassesdowntothepressurechamberabovethevalve seat. (b) At the moment the pressure developed by the injection pump exceedstheforceexertedbythe

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 pressureadjustingspring,thenozzlevalvewillbeliftedoffofitsseat resulting in the injection of fuel into the cylinder. The valve usually requiresafuelpressureof1,000to40,000psitoopen,dependingonthe enginecombustionchamberrequirements. (c) Acontrolledseepageexistsbetweenthelappedsurfacesofthe nozzle valve and its body to provide for lubrication. The leakage or overflow passes around the spindleandintothepressureadjusting spring chamber. From here, the fuel leaves the injector through the overflow outlet and finally to the overflow lines, which lead back to the low pressurefuelsupply. (4) InjectorNozzles (figure45onthefollowingpage). Becauseof the widely differing requirements in the shapes of the fuel spray for variouschamberdesigns,andthewiderangeofenginepowerdemands,there isalargevarietyofinjectornozzlesinuse. Thespraynozzlesareput into two basic groups: pintle nozzles and hole nozzles. Pintle nozzles generallyareusedinengineshavingprecombustionorturbulencechambers, whereastheholenozzlesgenerallyareusedinopenchamberengines. (a) In pintle nozzles, the nozzle valve carries an extension at itslowerendintheformofapin(pintle)whichprotrudesthroughthehole inthenozzlebottom. Thisrequirestheinjectedfueltopassthroughan annularorifice,producingahollow,coneshapedspray,thenominalincluded angle ofwhichmaybefrom0 to60,dependingonthecombustionchamber requirement. The projection of the pintle through the nozzle orifice includesaselfcleaningeffect,discouragingtheaccumulationofcarbonat thispoint. (b) A specific type of pintle nozzle used extensively in small bore highspeeddieselenginesisthethrottlingnozzle. Itdiffersfrom thestandardpintlenozzleinthatthepintleprojectsfromthenozzlefora muchgreaterdistance,andtheorificeinthebottomofthenozzlebodyis much longer. The outstanding feature of the throttling nozzle is its controloftherateatwhichfuelisinjectedintothecombustionchamber. When no fuel is being injected, the pintle extends through the nozzle orifice.Atthebeginningoftheinjectionperiod,onlyasmallquantityof fuel

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 isinjectedintothechamberbecausethestraightsectionofthepintleis in the nozzle orifice. The volume of the fuel spray then increases progressivelyasthepintleisliftedhigher,becausethestraightsection leavesthenozzleorificeandthetrappedtipofthepintleintheorifice providesalargeropeningfortheflowoffuel. FIGURE45.INJECTORNOZZLES.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 (c) Another type of throttling nozzle has its pintle flush with thenozzlebodytipfornofueldeliveryandextendedthroughthebodyfor maximum fuel delivery. In this type, fuel under high pressure from the injection pump acts on the seat area of the pintle, forcing it outward against a preloaded spring. This spring, through its action on a spring hanger, also returns the pintle to its seat, sealing the nozzle against further injections or dribble when the line pressure is relieved at the pump. Whenthepintlemovesoutwardduetofuelpressure,anincreasingly largerorificeareaisopenedaroundtheflowangleofthepintle. (d) Theholenozzleshavenopintlebutbasicallyaresimilarin constructiontothepintletype.Theyhaveoneormoresprayorificesthat arestraight,roundpassagesthroughthetipofthenozzlebodybeneaththe valveseat. Thesprayfromeachorificeisrelativelydenseandcompact, and the general spray pattern is determined by the number and the arrangement of the holes. As many as 18 holes are provided in larger nozzles,andthediameterofthesedrilledorificesmaybeassmallas0.006 in. The spray pattern may not be symmetrical, as in the case of the multifuel engine, where the spray pattern is off to one side so as to depositthefuelproperlyinthesphericalcombustionchamber.Thesizeof the holesdeterminesthedegreeofatomizationattained. Thesmallerthe holes,thegreatertheatomization;butiftheholeistoosmall,itwillbe impossibletogetenoughfuelintothechamberduringtheshorttimeallowed forinjection.Iftheholeistoolarge,therewillbeanoverrichmixture near the nozzle tip and a lean mixture at a distance from it. Using multiple holes in the injector tips usually overcomes both difficulties becausetheholescanbedrilledsmallenoughtoprovideproperatomization and in a sufficient number to allow the proper amount of fuel to enter duringtheinjectionperiod. c. WobblePlatePumpSystem(figure46onthefollowingpage). (1) GeneralSystemOperation.Thewobbleplatepumpsystembasically isthesameasthemultipleunitinjectionsystem. Thedifferenceinthe systemsliesintheinjectionpump.Inawobbleplatepump,allofthepump plungersareactuatedbyasinglewobbleplateinsteadofacamshaftthat

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 FIGURE46.WOBBLEPLATEINJECTIONPUMP.

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PRINCIPLES GASOLINE/DIESEL FURL SYSTEMS - OD1620 - LESSON 2/TASK 2 hasaseparatecamforeachpumpplunger.Also,themeteringofthefuelis accomplished byasingleaxiallylocatedrotaryvalveinthewobbleplate unit, whereas the rotary movementoftheindividualplungerscontrols the amountoffuelinthemultipleunitinjectionpump. (2) WobblePlatePumpPrinciples. Aplateismountedonashaftand set at an angle to it so that as the shaft rotates, the plate moves laterally inrelationtoanygivenpointoneithersideofit. The pump derives its name from the factthattheplateappearstowobbleback and forthasitrotates. Theendofthepushrodisplacedinaguideplate thatlaysagainstthewobbleplate.Thepushrodisheldinaboreinthe pump body sothatitcan moveonlyinadirectionparalleltothe wobble plateshaft. Therotationofthewobbleplatethencausestheguideplate to wobble, thus moving the push rod back and forth. The push rod is connectedtothepumpplungersothatmovementtotheleftactuatesthepump onitsdeliverystrokeandaspringreturnsitonthesuctionstroke. (3) The Wobble Plate Injection Pump. As in the multiple unit injection pump, the wobble plate injection pump contains an individual plungertypepumpforeachcylinder. Thepumpplungersarespacedequally aboutthewobbleplate.Asthewobbleplaterotates,itwillactuateallof theindividualinjectionpumps.Atanygiventimeduringrotation,halfof theplungerswillbemovingontheirdeliverystrokewhiletheotherhalf willbeontheirreturnstroke. (a) The rotary metering valve is driven by the same shaft that drivesthewobbleplate.Therotaryvalveconsistsofalappedcylindrical shaftthatisfittedcloselyinabarreltopreventfuelfromescapingat itsends.Fuelisadmittedtothebarrelatthecenterofthevalve,which containsaspoonlikereductionindiameter.Thisreductionindiameteracts asafuelreservoir. (b) The reduced portion of the valve is in the shape of a band broken by atriangularlandthatisthesamediameterastheendsof the valve. The reservoir created by the reduced portion of the valve is connectedtoeachpumpcavitybyindividualportssothatthepumpcavities maybesuppliedwithfuel.Thisreservoirreceivesa

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 constantsupplyoflowpressurefuelfromthedeliverypump. Aswiththe multiple unit injection system, delivery pump pressure is regulated to approximately15psi. (c) The triangular land serves to consecutively block each pump delivery port as it rotates. Thetriangularlandissituatedsothat it willblockeachpumpdeliveryportatthesametimethatthewobbleplateis movingtherespectivepumpplungeratthemaximumspeedthroughitsdelivery stroke. (d) Therotationalrelationshipoftherotaryvalveandthewobble platecauseseachpumptodeliverafuelchargetoitsrespectiveinjector inturnasthepumprotates.Thepumpsintheinjectionunitareconnected tothefuelinjectorstocoincidewiththefiringorderoftheengine.The pumpisgeardrivenbytheengineataspeedofexactlyonehalfthatofthe crankshaft. Theendresultwillbetheinjectionoffueltoeachcylinder atthebeginningofeachpowerstroke. (e) To obtain zero delivery, the valve is moved endwise to a positionwherethedeliveryportsareneverblockedbythetriangularland. Whenthisoccurs,themovementofthepumpplungersmerelycausesthefuel tomovebackandforthinthedeliveryports.Thisresultsinzerodelivery to the injectors due to insufficient pressure to open the springloaded deliveryvalves. (f) Tocausethepumptodeliverfuel,therotaryvalveismoved endwisesothatthetriangularlandbeginstoblockthedeliveryports.Due tothetriangularshapeoftheland,furtherendwisemovementoftherotary valve will increase the time that the port is blocked, increasing fuel delivery. The end result is thatfueldeliverycanbecontrolled by the endwisemovementoftherotaryvalve.Endwisemovementoftherotaryvalve isaccomplishedbythecontrollever.Thepositionofthecontrolleveris determinedbythegovernor. d. DistributorTypeInjectionSystem. (1) GeneralSystemOperation(figure47onthefollowingpage).The distributorinjectionsystemusedinautomotivedieselenginesisclassedas alowpressuresysteminthatpumping,metering,anddistributionoperations takeplaceatlowpressure.Thehighpressurerequiredforinjection

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 FIGURE47.DISTRIBUTORINJECTIONSYSTEM.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 is built upbytheinjector ateachcylinder. Asuctionpumplifts fuel fromthetankanddeliversittothefloatchamber.Fromhereasecondlow pressurepumpdeliversthefueltothedistributor.Fuelpassesthroughthe distributortothemeteringpump,whereitisdividedintomeasuredcharges. Thefuelchargesarethendeliveredbacktothedistributor,wheretheyare senttotheinjectorsinthepropersequence.Themeasuredchargesandthen sprayed into the engine cylinders, at the proper time and under high pressure,bythefuelinjectors. (2) Distributor. Thedistributorconsistsofarotatingdiskanda stationary cover to which the fuel lines to the individual injectors are connected. The disk and the cover have a series of holes which, when properly indexed,formpassagesfromthefuelsupplypumptothemetering pump. Thediskistimedsothatthisoccurswhenthemeteringplungeris movingdownonitssuctionstroke,thuspermittingthemeteringpumptobe filled with oil. As the disk continues to rotate, it lines up with the correctdischargeholeinthecoverjustasthemeteringplungerbeginsits delivery stroke, forcing the fuel into the proper injector line. As it continues to rotate, the disk works in the same timed sequence in conjunctionwiththemeteringpumptofeedfueltotheremainingcylinders. Therotatingdiskturnsatonehalfcrankshaftspeedbecausepowerstrokes occur every other crankshaft revolution in a fourstroke cycle diesel engine. (3) Metering Unit (figure 48on thefollowing page). Themetering unitisacloselyfittedreciprocatingpump,obtainingitsmotionthrougha linkfromtheplungerlever. Theplungerleverisoperatedbyavertical lever,controlledinturnbyaneccentricrockerleverrunningdirectlyoff acamonthefuelpumpmainshaft. Thepositionoftheverticalleverin theeccentricoftherockerleverdeterminesthetraveloftheplungerlever and,inturn,thetravelofthemeteringpumpplunger.Asthepumpplunger starts upward on its controlled stroke, it pushes fuel to the injector throughpassagesformedbytherotatingdistributordisk.Thestrokeofthe metering plunger, which determines the amount of fuel going to each injector, isvariedbychangingthepositionoftheplungerleverbetween thestoppinsinthecamrockerlever.Thepositionoftheplungerleveris adjustedbythegovernorthroughthecontrollever.

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PRINCIPLES GASOLINE/DIESEL FURL SYSTEMS - OD1620 - LESSON 2/TASK 2 FIGURE48.FUELMETERINGSYSTEM.

(4) Injectors (figure 49 on the following page). The injector consistsofaforgedbodywithaproperlyfittedplunger. Thisplungeris forced downbytheenginecamshaftagainstspringactionthrougharocker armandpushrod. Afuelcupismountedontheendofthebody,combined withaholetypenozzle. (a) Thefuelmeteringpumpforcesapreciselymeasuredfuelcharge intothecupontheintakestrokeoftheengine.Thequantityofthefuel charge is based on the speed and load requirements of the engine. The operationofthissystemdependsontheinjectordeliverylinebeingfullof fuel. It will then follow naturally that any fuel added by the fuel meteringpumpwillexpelanequalamountoffuelintotheinjector. (b) Thefuelliesinthecupduringthecompressionstrokeofthe engine,andthecompressedairisforcedthroughthesmallsprayholesin thecup.Thefuelinthetipofthecupisexposedtotheintenseheatof compression.Theairrushinginthroughtheholesinthenozzletipserves tobreakthefuelchargeintodroplets.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 FIGURE49.DISTRIBUTORTYPEUNITINJECTORS.

(c) Afewdegreesbeforetopdeadcenter,atthebeginningofthe powerstroke,theinjectorplungerisforceddown,causingthefuelcharge to be sprayed out of the cup through the nozzle holes and into the combustionchamber.Thedownwardmovementoftheinjectorplungerisspread outthroughtheentirepowerstroke. (d) Thereisasmallcheckvalvelocatedintheinletpassageof theinjectorbody.Itspurposeistoallowfueltoentertheinjectorcup but block high combustion chamber pressure from blowing air into the injectordeliverylines. e. UnitInjectionSystem(figure50onthefollowingpage). (1) OverallSystemOperation. Theunitinjectionsystemoperatesin thesamemannerasthemultipleunitinjectionsystem. Thedifferenceis thatratherthanusingacentrallylocatedunitto

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 house the highpressure pumps, control racks, pressure regulators, and delivery valves, they are all incorporated into each injector. This eliminatestheneedforhighpressurelinesoranyotherapparatusbesides thefuelsupplypump. FIGURE50.UNITINJECTIONSYSTEM.

(2) FuelSupply.Fuelisdrawnfromthefueltankbythefuelsupply pump, through the primary fuel filter, and directly to the individual injectorunits.Thefuelissuppliedatlowpressure,approximately20psi.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 (3) InjectorUnits(figure51).Unitinjectorscombinetheinjection pump, the fuel valves, and the nozzle in a single housing. These units provideacompleteandindependentinjectionsystemforeachcylinder.The unitsaremountedinthecylinderheadwiththeirspraynozzlesprotruding into the combustion chamber. A clamp, bolted to the cylinder head and fitting into a machined recess in each side of the injector, holds the injector in place in a watercooled copper tube that passes through the cylinderhead. Thetaperedlowerendoftheinjectorseatsinthecopper tube, forming a tight seal to withstand the high pressures inside the cylinder.Theinjectoroperatesasfollows: (a) Fuel is supplied to the injector through the filter cap. Afterpassingthroughafinegrainedfilterelementintheinletpassage,the fuel fills the annular shaped supply chamber that is created between the bushingandthespilldeflector. FIGURE51.UNITINJECTOROPERATION.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 (b) Thebushingboreisconnectedtothefuelsupplybytwofunnel shapedports,oneoneachsideatdifferentheights. Theplungeroperates upanddowninthebushingbore. (c) Theplungerisactuatedbyacamshaftthatisbuiltrightinto theengine. Theoperationtakesplacethrougharockerarmandpushrod. Thepushrodhasarollertypecamfollowerandisspringloadedtoprevent componentdamageintheeventofinjectornozzleclogging. Theplungeris situatedunderafollower.Thisfollowerisspringloadedtomakeitfollow thecamshaft. (d) Theplungercanberotatedinoperationarounditsaxisbythe gear,whichismeshedtothecontrolrack.Eachinjectorrackisconnected byaneasilydetachablejointtoaleveronacommoncontroltubewhich,in turn,islinkedtothegovernorandthethrottle. (e) For metering purposes, a recess with an upper helix and a lower helix, or astraight cutoff,ismachinedintothelowerend of the plunger.Therelationofthisupperhelixandlowercutofftothetwoports changeswiththerotationoftheplunger. Astheplungermovesdownward, thefuelinthehighpressurecylinderorbushingisfirstdisplacedthrough theportsbackintothesupplychamberuntiltheloweredgeoftheplunger closesthelowerport.Theremainingoilisthenforcedupwardthroughthe centerpassageintheplungerintotherecessbetweentheupperhelixand thelowercutoff,fromwhichitcanflowbackintothesupplychamberuntil thehelixclosestheupperport. Therotationoftheplunger,bymovement of the rack, changes the positionofthehelixinrelationtothe ports. Thiswilladvanceorretardtheclosingoftheportsandthebeginningand ending of the injection period. Thiswillresultinaregulation of the volumeofthefuelchargethatisinjectedintothecylinder. (f) Whenthecontrolrackispulledoutcompletely,theupperport isnotclosedbythehelixuntilafterthelowerportisuncovered. This meansthatallthefuelinthehighpressurecylinderbypassesbacktothe fuelsupplyandnofuelisinjectedintothecombustionchamber.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 (g) When the control rackispushedinfully,theupperport is closedshortlyafterthelowerporthasbeencovered,thusproducingafull effectivestrokeandmaximuminjection. (h) From the nodelivery to the fulldelivery positions of the controlrack,thecontourofthehelixadvancestheclosingoftheportsand thebeginningofinjection. (i) Onthedownwardtraveloftheplunger,themeteredamountof fuelisforcedthroughthecenterpassageofthevalveassembly,throughthe checkvalve,andagainstthespraytipvalve.Whensufficientfuelpressure is built up, the spray tip valve is forced off its seat and fuel is dischargedthroughtheholetypeinjectornozzle.Thecheckvalveprevents air leakage from the combustion chamber into the fuel system should the spraytipvalvenotseatproperly. (j) On the return upward movement of the plunger, the high pressurecylinderisagainfilledwithoilthroughtheports.Theconstant circulationoffuelthroughtheinjectorsbackthroughthereturnhelpsto maintain an even operating temperature in the injector, which would otherwise tend to run very hot due to extreme pressures. Constant circulation also helps to removealltracesofairfromthesystem. The amount of fuel circulated through the injector is in excess of maximum needs,thusensuringsufficientfuelforallconditions. f. PressureTimed(PT)InjectionSystem (1) OverallSystemOperation(figure52onthefollowingpage).The pressuretimedinjectionsystemhasameteringsystembasedontheprinciple thatthevolumeofliquidflowisproportionaltothefluidpressure,the timeallowedtoflow,andthesizeofthepassagetheliquidflowsthrough. Theoperationofthesystemisasfollows: (a) Afueltankwithaventedfillercapstoresthefuelsupply. (b) Fuel is supplied from the tank to the pressuretimed gear (PTG)pumpthroughthedeliveryline.Aninlinefilterisplacedinseries inthelinetotrapforeignmatterandmoisture.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 FIGURE52.PRESSURETIMEDINJECTIONSYSTEM.

(c) AreturnlinefromthePTGpumptothefueltankisprovided tobleedoffexcessfuelsothatoperatingpressurescanberegulated. (d) ThePTGpumpdeliverscontrolledamountsoffueltopressure timeddelivery(PTD)injectors. (e) DeliveryoffueltothePTDinjectorsisthroughacommonrail typedeliveryline. (f) AcommonrailtypereturnlineconnectsthePTDinjectorsto thefueltanksothatexcessfuelmaybedivertedbacktothefueltank. (2) PTV InjectionPump(figure53onthefollowingpage). ThePTG pumpisdrivendirectlybytheengineataonetoonespeedratio.Thepump containsfourmaincomponents. Thesefourcomponentsandtheiroperations aredescribedasfollows:

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 FIGURE53.PRESSURETIMEDGEARPUMP.

(a) Thegeartypepumpdrawsfuelfromthesupplytanksandforces itthroughthepumpfilterscreentothegovernor.Itisdrivenbythepump main shaft and picks up and deliversfuelthroughoutthefuelsystem. A pulsation dampermountedtothegearpumpcontainsasteeldiaphragmthat absorbspulsationsandsmoothsfuelflowthroughthefuelsystem.Fromthe gearpump,fuelflowsthroughthefilterscreentothegovernorscreen.The PTG pumps are equipped with a bleed line that is attached to the engine injector return line or to the tank. This prevents excessive fuel temperature within the fuel pump by using the surplus fuel as a coolant. The bleed line functions primarily when the pump throttle is set at idle speed,butgearpumpoutputishighduetoengineoperatingspeed,asoccurs duringdownhilloperation.Aspecialcheckvalveand/orfittingisusedin thegearpumptoaccomplishthebleedaction.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 (b) Thegovernorcontrolstheflowofthefuelfromthegearpump, aswellasthemaximumandidlespeeds.Themechanicalgovernorisactuated by a system of springs and weights and has two functions: First, the governormaintainssufficientfuelforidlingwiththethrottlecontrolin idleposition;second,itwillrestrictfueltotheinjectorsabovemaximum rated rpm. The idle springs (in the governor spring pack) position the governorplungersotheidlefuelportisopenedenoughtopermitpassageof fueltomaintainengineidlespeed. During operation between idle and maximum speeds, fuel flows through the governor to the injector in accordance with the engine requirements, as controlled by the throttle and limited by the size of the idle spring plungercounterboreonthePTGfuelpumps.Whentheenginereachesgoverned speed,thegovernorweightsmovethegovernorplunger,andfuelflowtothe injectorsisrestricted.Atthesametime,anotherpassageopensanddumps the fuel back into the main pump body. In this manner, engine speed is controlled and limited by the governor, regardless of throttle position. Fuelleavingthepumpflowsthroughtheshutdownvalve,inletsupplylines, andintotheinjectors. (c) The throttle provides a means for the operator to manually controlenginespeedaboveidle,asrequiredbyvaryingoperatingconditions ofspeedandload.InthePTGpump,fuelflowsthroughthegovernortothe throttle shaft. At idle speed, fuel flows through the idle port in the governorbarrel,pastthethrottleshaft.Tooperateaboveidlespeed,fuel flowsthroughthemaingovernorbarrelporttothethrottlingholeinthe shaft. (d) The fuel shutdown valveislocatedontopofthefuel pump. Itshutsofffueltotheinjectors.Withthemasterswitchon,thesolenoid opensthevalve. Withtheswitchoff,thespringloadedvalvereturnsto theOFFposition.Incaseofanelectricalfailure,rotationofthemanual knob clockwise will permit fuel to flow through the valve. The knob is locatedonthefrontvalve. (3) PTD Injectors. A PTD injector is provided at each engine cylindertospraythefuelintothecombustionchambers.PTDinjectorsare oftheunit

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 type,operatedbyanenginebasedcamshaft.Fuelflowsfromaconnectionat the top of the fuel pump shutdownvalve,throughasupplyline,into the lowerdrilledpassageinthecylinderheadatthefrontoftheengine. A seconddrillingintheheadisalignedwiththeupperinjectorradialgroove todrainawayexcessfuel.Afueldrainattheflywheelendoftheengine allowsreturnoftheunusedfueltothefueltank.Therearefourphasesof injectionoperation: (a) Metering (figure 54, view A, on the following page). This phase begins with the plunger just beginning to move downward when the engineisonthebeginningofthecompressionstroke. Thefuelistrapped inthecup,thecheckballstopsthefuelfromflowingbackwards,andthe fuel begins to be pressurized. The excess fuel flows around the lower annularring,upthebarrel,andistrappedthere. (b) Preinjection (figure54,viewB,onthefollowingpage). The plungerisalmostallthewaydown,theengineisalmostattheendofthe compressionstroke,andthefuelisbeingpressurizedbytheplunger. (c) Injection (figure 54, view C, on the following page). The plunger is almost all the way down, the fuel is injected out the eight orifices,andtheengineisontheveryendofthecompressionstroke. (d) Purging (figure 54, view D, on the following page). The plungerisallthewaydown,injectionisfinished,andthefuelisflowing intotheinjector,aroundthelowerannulargroove,upadrilledpassageway in the barrel, around the upper annular groove, and out through the fuel drain.Thecylinderisonthepowerstroke.Duringtheexhauststroke,the plungermovesupandwaitstobeginthecyclealloveragain. g. PBSDistributorInjectionSystem. (1) Overall System Operation (figure 55 on page 93). The PSB distributorsystemusesapumpthatsendsmeasuredchargesoffueltoeach injectorataproperlytimedinterval.ThedifferenceinthePSBsystemis that the charges of fuel are sent directly from the pump at the high pressurethatisnecessaryforinjection.This

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 FIGURE54.PRESSURETIMEDDELIVERYINJECTIONSYSTEM

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 eliminatestheneedforunittypeinjectorsandtheassociatedlinkageand camshafts,makingthesystemlesscumbersome.Theinjectorsareofthesame basicdesignastheonesusedinthemultipleunitinjectionsystem. The nozzlesusuallyareoftheholetype. FIGURE55.PSBDISTRIBUTORINJECTIONSYSTEM.

(2) The PSB Injector Pump. The PSB injection pump is compact and selfcontained,housingallcomponentsoftheinjectors.Operationisshown infigure56onthefollowingpage. (a) The PSB pump contains a plungertype pump that creates the highpressure fuel charges for the injectors. The pump is driven by a camshaftthatiscontainedwithinthePBSunit. Fuelisdeliveredtothe PBS pump from the fuel tank by the fuel delivery pump at a regulated pressureofapproximately20psi. Thelowpressurefuelsupplyentersthe pumpchamberthroughtheinletportwhentheplungerisretractedfully.As theplunger

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 beginsitsdeliverystroke,thefuelinletpassageisblocked,trappingfuel in the pumpchamber. The deliverystrokeoftheplungerthenpushes the chargeoffueloutofthechamberthroughthedeliverypassage. Thehigh pressure fuelchargethenunseatsthedeliveryvalve,allowingittoflow intothedistributionchamber. FIGURE56.PSBINJECTIONPUMPOPERATION.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 (b) Thepumpplungerhasaspoonlikerecessinitsdiameterabout halfwaydownitssideswhich,inconjunctionwiththepumpcylinder,forms thedistributionchamber.Aslotiscutintotheplungeratthetopofthe distribution chamber. As it reciprocates, the plunger is also rotated throughaquillgear.Asitrotates,theslotlinesupwithequallyspaced passagesaroundtheinsideoftheplungerbore. Eachpassageisconnected toafuelinjector.Thereciprocatingandrotatingmotionaretimedsothat theplungerwillgothroughadeliverystrokeastheslotlinesupwitheach injector passage. This enables the PSB injector pump to deliver a fuel charge to each consecutive injector every time the plunger makes one completerevolution. (c) The PSB pump is geared to the engine so that the camshaft rotates at crankshaft speed. Thecamcontainshalfasmanylobes as the enginehascylinders(therewouldbethreecamlobesiftheenginehadsix cylinders). Thepumpplungerisgearedtorotateatonehalfofcamshaft speed.ThisarrangementallowsthePSBpumptodeliverachargeoffuelto each injector for every two crankshaft revolutions corresponding to the requirementsofafourstrokecyclediesel. (d) A hole, called a spill port, is drilled through the lower portion of the pump plunger. The spill port is connected to the pump chamberbyanotherdrilledpassage.Thespillportiscoveredbyaplunger sleeve whose position is adjusted by the control lever through an eccentricallymountedpin. (e) The movement of the control lever controls the up and down position of the plunger sleeve. The position of the control lever is determined by the governor. When the sleeve is in its extreme downward position,thespillportisimmediatelyuncoveredastheplungerbeginsits deliverystroke. Thiscausesallofthepressurefromthepumpchamberto bleed off to the pump return. In this position, there will be no fuel deliverytotheinjectors. (f) Whentheplungersleeveisintheextremeupwardposition,the spill port is covered until the plunger almost reaches the end of the deliverystroke.Thispositionwilldelivermaximumfueltotheinjectors. Astheplungermovesupward,the

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 pressure developed in the pump chamber unseats the delivery valve. Fuel flowsintothedistributionchamberandissentbytheslotintheplunger towhateverinjectorisscheduledtoreceiveit. (g) The amount of fuel delivered by each injection charge will increase proportionately as the plunger sleeve is moved from its extreme downwardtoitsextremeupwardposition.Thehighertheplungersleeve,the longertheeffectivepumpstroke(plungermovementbeforethespillportis uncovered). 4. FuelSupplyPumps

a. General. Fuel injection pumps must be supplied with fuel under pressureforthefollowingreasons: (1) The injection pumps lack the suction ability to draw fuel from thetankbythemselves. (2) Itisimportanttosupplyfuelinexcesstotheinjectionpumpso thatfuelmaybeusedtocoolandlubricatethesystembeforebypassingit backtothetank. (3) Withoutasupplypump,thesystemwouldloseitsprimewhenever thepumpisinnodeliverymode. Thesupplypumpsinusegenerallyareofthepositivedisplacementtypewith aperformancethatisindependentofanyreasonablevariationsinviscosity, pressure,ortemperatureofthefuel. Inamajorityoftheequipment,the fuelsupplypumpisbuiltintotheinjectionpumpunit. Thiscutsdownon fueltubingandthecomplexityoftheequipment,andallowsthesupplypump tosharethesameenginepowertakeoffastheinjectionpump. b. VaneTypeSupplyPump.Thebasicoveralloperationofthevanetype supplypumpisthesameasthevanetypeoilpump. c. PlungerTypeSupplyPump(figure57onthefollowingpage). (1) Thistypeofpumpisalwaysmountedontheinjectionpump,where itisdrivenbytheinjectionpumpcamshaft.Itisavariablestroke,self regulatingpumpthatwillbuildpressureonlyuptoapredeterminedpoint.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 FIGURE57.PLUNGERTYPESUPPLYPUMP.

(2) Operation. (a) Theplungerfollowsthecamshaftbytheforceofitsplunger spring. As the follower comes off the high point of the cam lobes, the plungermovestowardtheretractedposition.Thisplungermovementcreates asuctioninthepumpchamber,causingfueltoenterthroughtheinletvalve (b) As the cam lobe comes around again, it forces the plunger upward. Thisforcesthefueloutofthechamberthroughtheoutletvalve andtotheinjectionpump. 97

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 (c) The cam follower drives the plunger through a spring. The springiscalibratedsothatitwillflexratherthandrivetheplungerwhen the pressure in the pump chamber reaches the desired maximum. This effectivelyregulatespumppressure. d. GearTypeSupplyPump.Thebasicoveralloperationofthegeartype supplypumpisthesameasthegeartypeoilpump. 5. Governors

a. General. All diesel engines require governors to prevent overspeeding of the engines underlightloads. Automotivedieselengines also demand control of idling speed. Any of the governors provide a variablespeedcontrolwhich,inadditiontocontrollingminimumandmaximum speeds, will maintain any intermediate speed desired by the operator. Enginespeedinadieseliscontrolledbytheamountoffuelinjected.The injection,therefore,isdesignedtosupplythemaximumamountoffuelthat will enable it to operate at full load while reaching a predetermined maximumspeed(rpm).If,however,themaximumfuelchargeweresuppliedto the cylinders while the engine was operating under a partial or unloaded condition, the result would be overspeeding and certain engine failure. Thus, it can be seen that the governor must control the amount of fuel injectedinordertocontroltheenginespeed. b. Actuation. Governors may be actuated through the movement of centrifugal flyweights or by the airpressure differential produced by a governorvalveandventuriassembly. Thecentrifugalflyweighttypemayincorporateamechanicallinkagesystem to control the injection pump, or it may include a hydraulic system to transmittheactionoftheweightstothepump.Onengineswheretherate ofaccelerationmustbehigh,thegovernorcontrollingweightsmustbesmall to obtain the required rapid response from the governor. The problem is that the smaller flyweights will not exert enough force to control the injectionpumpproperly.Whenthisisthecase,theflyweightswillbeused to control a hydraulic relay valve, which, in turn, will control the injectionpumpthroughaservopiston.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 c. Mechanical(Centrifugal)Governors(figure58). (1) The operation of the mechanical governor is based on the centrifugalforceofrotatingweightscounterbalancedbysprings.Whenthe speed oftheengineincreases,theweightsflyoutward,pullingwiththem suitable linkage to change the setting of the pump control rod. The governorlinkageisconnectedtotheinjectionpumpinsuchamannerthat thespringmovesthecontrolmechanismtowardthefullfuelposition. The outward movement of the governor flyweights, through the sliding governor sleeve,willmovethepumpcontrolrodtowardthenofuelpositionagainst theforceofthegovernorspring. FIGURE58.MECHANICAL(CENTRIFUGAL)GOVERNOR.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 (2) Withthistypeofgovernor,theoperatorcontrolsthetensionof the governorspringtocontrolthequantityoffuelratherthanoperating the fuel control rod directly. The fuel delivery control system of the injectionpumpisconnectedtothegovernoryokeinsuchamannerthatany movementoftheyokewilldirectlyaffectthequantityofthefuelinjected. The spring tension is controlled by the operating lever, the movement of whichisdeterminedbythepositionofthefootthrottle.Thetravelofthe operatingleverislimitedbytheidleandmaximumspeedscrews. Whenthe weightsarefullycollapsed(enginestopped),thespringmovesthesliding sleeve and yoke so that the fuel injection pump is in the fullfuel position. Whentheweightsarefullyextended,theslidingsleeveandthe yokemovetotherearanddecreasetheamountoffueldelivery. (3) If the load on the engine is decreased, the engine tends to accelerate, However, when the engine does accelerate, the increased centrifugalforcecausesthegovernorflyweightstomoveoutward,resulting inthemovementofthefuelcontrolrodthroughthegovernorsleevetoward thenofuelposition.Thiswillcauseanequilibriumtodevelopbetweenthe flyweights and the governor spring. The movement of the operating lever varies the spring tension. This will cause a change in the point of equilibriumbetweenthespringandtheflyweights,effectivelychangingthe enginespeedforanygivenload. (4) Toacceleratethevehiclewithagivenload,thefootthrottleis depressed, which in turn increases the governor spring tension. The increase in tension causes the governor sleeve to move the control rod throughtheyoketowardthefullfuelposition.Asenginespeedincreases, theflyweightswillmoveoutwarduntiltheyreachthepointofequilibrium withthegovernorspring.Atthispoint,enginespeedwillstabilize. d. VacuumGovernor(figure59onthefollowingpage). (1) Thevacuumgovernoroperatesbyemployingpressuredrop,created by the velocity of the air passingthroughaventurilocatedinthe air intake manifold. The governor consists essentially of an atmospheric suspendeddiaphragmconnectedbylinkagetothecontrolrodoftheinjection pump.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 Thechamberononesideofthediaphragmisopentoatmosphere,andonthe othersideitissealedandconnectedtotheventuriinthemanifold. In addition,thereisaspringactingonthesealedsideofthechamber,which movesthediaphragmandthecontrolrodtothefullfuelpositionnormally. FIGURE59.VACUUMOPERATEDGOVERNOR.

(2) Whentheengineisrunning,thepressureinthesealedchamberis reducedbelowtheatmosphericpressureexistingintheotherchamber. The amountofpressurereductiondependsonthepositionofthegovernorvalve andspeedoftheengine. Itisthispressuredifferentialthatpositions thediaphragmand,consequently,thecontrolrodoftheinjectionpump.The governor valve is controlled by a lever that is connected by suitable linkagetothefootthrottle.Thereisnomechanicalconnectionbetweenthe footthrottleandthecontrolrodoftheinjectionpump. (3) If the engine is operating under load and the speed (rpm) is below governed speed, the velocity of air passing through the venturi is comparativelylowandonlyaslightpressuredifferentialispresent.This willcausethespringtomovethediaphragmandtheinjectorpump

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 controlracktowardthefullfuelposition. Astheenginespeedpicksup, thepressuredifferentialonbothsidesofthediaphragmandthespringwill achieveequilibriumandthepositionofthecontrolrodwillstabilize.The sameoperatingprincipleswillapplyinreversetopreventengineoverspeed. As the engine speed increases, the velocity of air through the venturi increases,causingacorrespondingincreaseinthepressuredifferentialon bothsidesofthediaphragm. Theincreaseinpressuredifferentialcauses thediaphragmandthecontrolrodtomoveagainstthepressureofthespring towardthenofuelposition.Thecontrolrod'spositionwillstabilizewhen equilibriumisachievedinthediaphragmunit.Whentheengineisoperating at wideopen throttle, the pressuredifferentialisaboutzeroand spring forcewillmovethecontrolracktothefullfuelposition. (4) For any position of the governor valve between idling and full loadoftheengine,thediaphragmfindsitsrelativeposition.Becauseany movementofthediaphragmalsoistransmittedtothecontrolrod,theamount offueldeliveryisdefinitelycontrolledatallspeeds. Thediaphragmis movedinthedirectionoflessfueldeliveryasthepressuredropbetween the chambers is increased. The spring will move the control rod in the directionofgreaterfueldeliveryasthepressuredropisdecreased. 6. TimingDevice

a. General. A large percentage of fuel injection pumps have timing devicesincorporatedinthem. Varyingthetimewhenfuelinjectionbegins willimprovedieselengineperformanceandfueleconomy,forthesamereason thatvaryingsparktimingwillimprovetheperformanceofagasolineengine. b. Description(figure60onfollowingpage). (1) The timing device usually consists of an aluminum casting with mountingflangesatbothends. Aboreinthehousingguidesandsupports thespiderassembly.Atimingopening,withacover,islocatedinthetop ofthehousingandisusedtoobservethepositionofthetimingpointerin relationtothetimingmarkonthetimingdevicehubduringinjectionpump timingprocedures.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 FIGURE60.TIMINGDEVICE.

(2) The timing device hub, with external lefthand helical splines forengagingtheinternalhelicalsplinesoftheslidinggear,hasatapered boreandkeyway.Thehubissecuredtothecamshaftextensionbyawoodruff key, nut, and setscrew. The hub is usually counterbored to receive the timing device springs. The springs oppose the flyweight forces of the weightandspiderassembly. (3) The weight and spider assembly has external righthand helical splines whichmeshwiththeinternalhelicalsplinesoftheslidinggear. The splined end is machined to receive the end play spacer. Three flyweightsarepinnedtoaflange 103

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 adjacent to the splines. The weight and spider thrust plate, located betweentheflangeandthetimingdevicehousing,carriesthebackthrustof theflyweightsandpreventshousingwear. (4) The sliding gear has internal lefthand helical splines at one end andinternalrighthandhelicalsplinesattheother,andmesheswith theexternalsplinesofboththeweightandspiderassemblyandthetiming devicehub.Correctassemblyofthesplinetrainisensuredbyawideland onboththehubandweightandthespiderassembly.Theslidinggearhasa missingtoothoneachsetofinternalsplinestoreceivethewidelands. Three arms extend from the outer surface of the sliding gear to provide seatsforthethreetimingdevicesprings. Theforceonthesespringsis controlledbyaslidinggearspacer. c. Operation(figure61onthefollowingpage). (1) Astheenginerotatestheweightandspiderassembly,centrifugal forceopenstheflyweightsfromtheircollapsedpositionagainsttheforce ofthethreetimingdevicesprings. (2) As the flyweights swing out, the sliding gear is forced toward thetimingdevicehub. (3) The longitudinal movement of the sliding gear on its helical spline causes a slight change in the rotational relationship of the injectionpumptotheengine,causinginjectiontobeginslightlyearlierin thepowerstroke. 7. ColdWeatherStartingAids

a. Purpose. Diesel engines are very difficult to start in cold weather. Thisisduemainlytothelowvolatilityofthefuel. Thetwo mostpopularmethodsofassistingadieselengineinstartingare: (1) Preheating the induction air in the intake manifold so that adequatevaporizationwilltakeplaceforcombustion. (2) Injectingafuelintotheenginethatremainsvolatileenoughin coldweathertoinitiatecombustion.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 FIGURE61.TIMINGDEVICEOPERATION.

b. Intake Manifold Flame Heater System (figure 62 on the following page). (1) General. Enginesareequippedwithaflametypemanifoldheater for heating the induction air during cold weather starting and warmup operations. (2) Operation. Theflameheaterassemblyiscomposedofahousing, sparkplug,flowcontrolnozzle,andtwosolenoidcontrolvalves.Thespark plugisenergizedbytheflameheaterignitionunit.Thenozzlespraysfuel underpressureintotheintakemanifoldelbowassembly. Thefuelvaporis ignitedbythesparkplugandburnsintheintakemanifold,heatingtheair beforeitentersthecombustionchamber. 105

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 FIGURE62.MANIFOLDFLAMEHEATERSYSTEM.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 (a) Because this system uses fuel from the fuel tank of the vehicle,itscomponentsmustbecompatiblewithallapprovedfuelswhenthe systemisusedwithamultifuelengine. (b) The flame fuel pump assembly is a rotarytype, driven by an enclosedelectricmotor.Thefuelpumpreceivesfuelfromthevehiclefuel tankthroughthevehicle'ssupplypumpanddeliversittothespraynozzle. ThepumpisenergizedbyanONOFFswitchlocatedontheinstrumentpanel. (c) Theintakemanifoldflameheatersystemhasafiltertoremove impuritiesfromthefuelbeforeitreachesthenozzle. (d) Twofuelsolenoidvalvesareusedintheflameheatersystem. The valves are energized (open) whenever the flame heater system is activated.Thevalvesensurethatfuelisdeliveredonlywhenthesystemis operating. Theystopfuelflowtheinstantthattheengineortheheater systemisshutdown. c. EtherInjectionSystem(figure63). FIGURE63.ETHERINJECTIONSYSTEM.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 (1) General. Theetherinjectionsystemassistsinthecoldweather starting of a diesel engine by injecting ether into the intake manifold. Ether, which is very volatile, will vaporize readily in cold weather, initiatingcombustion. (2) Operation. Apressurizedcanistercontainingetherisfittedto the engine. The flow of ether from the canister to the spray nozzle is controlled by a solenoid valve that closes when it is deenergized. This solenoidiscontrolledbyapushbuttonswitchontheinstrumentpanel. (a) When the switch is pushed, the solenoid is energized. This openstheethercanister.Pressurefromthecanisterpushesetherthrougha connectingtubetothenozzle,whereitdischargesintotheintake. (b) The system contains a coolant temperature sensor that will keepthesystemfromfunctioningwhencoolanttemperatureisabove50F. 8. FuelFilters

a. General.Thoroughandcarefulfiltrationisespeciallynecessaryto keepdieselenginesefficient.Dieselfuelsaremoreviscousthangasoline andcontainmoregumsandabrasiveparticlesthatmaycauseprematurewear of injection equipment. The abrasives may consist of material that is difficult to eliminate during refining, or they may even enter the tank duringcarelessrefueling.Whateverthesource,itisimperativethatmeans beprovidedtoprotectthesystemfromabrasives. b. Configuration. Most diesel engine designs include at least two filtersinthefuelsupplysystemstoprotectthecloselyfittedpartsin thepumpsandnozzles. Theprimaryfilterusuallyislocatedbetweenthe fueltankandthefuelsupplypump. Theprimaryfiltercontainsacoarse filtermediumthatremovesthelargerforeignmatter.Thesecondaryfilter usuallyislocatedbetweenthefuelsupplypumpandthefuelinjectionpump. The secondary filter contains a fine filter medium that removes even the most minutetracesofforeignmatterfromthefuel. Additionalfiltering elementsarefrequentlyinstalledbetweentheinjectionpumpandthenozzle.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 c. Types. Diesel fuel oil filters are referred to as fullflow filters, because all the fuel must pass through them before reaching the injectionpumps.Adieselfuelfilterusuallyincorporatesanairvalveto releaseanyairthatmightaccumulateinthefilterduringoperation. (1) PrimaryFilters (figure64). Metalfiltersareusedasprimary filters because the fine particles that will pass through them are not injurioustothesupplypump. Thefilterelementisusuallyofthemetal disk type. Solids larger than 0.005 in. remain outside the metal disks, while larger foreign matter and the majority of the water settles to the bottomofthebowl.Fromhere,theforeignmattercanberemovedthrougha drainplug. A ball relief valve in the filter cover enables the oil to bypassthefilterelementifthedisksbecomeclogged. FIGURE64.PRIMARYFUELFILTER.

(2) Secondary Filters (figure 65 on the following page). Fabric filters, because of their greater filtering qualities, are most commonly used 109

PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 asmainfiltersforprotectingthefuelinjectionpump.Manyofthefilters inusearesimilartolubricatingoilfilters.Thebagtypefilteralsois used.Thefilteringmediumisalargebagofclose,evenlywoven,lintless, acidresistingtextilematerial.Maximumbenefitisderivedfromthebag's largeareabykeepingthesidesofthebagseparatedbyawirescreenmat. Thescreenisthesamesizeasthebag,andthetwoarefasteneddetachably toacentralfeedingspoolandwoundaroundit. Layersofbagandscreen thusarealternatedthroughthewinding,andtheentiresurfaceofthebag isavailableforfilteringpurposes.Thefueltobefilteredflowsfromthe filter inlet at the top, through the spool, and out of the ports to the insideofthebag. Thedirt,solids,abrasives,andcarbonarecaughtin thebag,andthecleanfuelpassesoutwardandtothefilteroutlet. The bagmayberemoved,cleaned,andreinstalled. FIGURE65.SECONDARYFUELFILTER.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 9. EngineRetarderSystem

a. Purpose. Engineretardersystemsareusedonmanylargervehicles equipped with diesel engines. They are designed to provide additional stopping ability to a vehicle in motion. These systems also relieve the service brakes of excessive heat buildup and wear due to prolonged application. Anauxiliarymeansofpowerabsorptionisusedtoaccomplish theadditionalbrakingprocess.Basically,threedifferentengineretarder systemsarecurrentlyinuse. b. Compression Brake. The compression brake operates by restricting theexhaustgasflowingfromtheengine.Thesystembasicallyconsistsofa butterfly valve fitted into theexhaustpipebetweentheexhaustmanifold andmuffler.Thesystemisactivatedbyaswitchmountedinthecab.The valveiscontrolledbyanairorvacuumswitchmountedontheaccelerator pedal. The system operates by restricting the exhaust gases, causing a pressureriseintheexhaustmanifold.Thispressureincreasecanvaryfrom 30 to 40 psi. The compression brake causes a pressure buildup in the cylinderduringtheexhauststroke.Theenginethenbecomesalowpressure pump driven by the wheels. This, in turn, slows down or retards the vehicle. c. HydraulicRetarder.Thehydraulicretarderisapedaloperatedunit mounted in the transmission. This system assists the service brakes in controllingthevehicle'sspeedduringlongdownhillbrakingorwhenslowing down in stop and go traffic. The system consists of a retarder cavity locatedbetweentheconverterandtransmissionhousing.Thecavitycontains arotorthatisconnectedtotheturbineoutputshaft.Stationaryreaction vanesaremountedonbothsidesoftherotor. Whenthetransmissionfluid fillsthecavity,itchurnsagainstthereactionvanesandslowsdownthe rotor.Theretardingeffortsarethentransmittedtothedrivelinetoslow downthevehicle. The retarder will continue to operate as long as the retarder pedal is depressed. The rotational energy is transformed into heat energy and absorbed by the transmission fluid. If the retarder is operated continuously,however,thefluidtemperaturecanrisefasterthanitcanbe cooled.

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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/TASK 2 Once this happens and the fluid temperature approaches a predetermined level,awarninglightontheinstrumentpanelindicatesthattheretarder operationshouldbediscontinueduntilthefluidcoolsdownandthewarning light goes out. When the retarder pedal is released, the retarder valve closesandthefluidinthecavityautomaticallydischargesandpermitsthe rotortoturnwithoutdrag. d. JacobsEngineBrake (figure66). TheJacobsenginebrakeconsists ofaslavepistonmountedovertheexhaustvalve. Thesystemoperatesby opening the exhaust valve near the top of the compression stroke. This releases the compressed cylinder charge into the exhaust system. This blowdown ofcompressedairintotheexhaustsystempreventsthereturnof energy from the piston on theexpansionstroke. Theresultisan energy loss because the work done in compressing the charge is not returned to usable energy. The system is operated by a threeposition switch that allows the driver to select the degree of braking required. The three position switch is set to allow braking on two, four, or all cylinders. Thisenablesthedrivertopredeterminehowmuchbrakingwillbeneededto stopthevehicle. FIGURE66.JACOBSENGINEBRAKE.

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PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/PE 2 PRACTICALEXERCISE2 1. Instructions

Onaplainpieceofpaper,respondtotherequirementslistedbelow. 2. FirstRequirement

Answerthesequestionsregardingthecharacteristicsofdieselfuel. a. Dieselfuelsareconsideredresidueoftherefiningprocess.Arethe refining specification requirements as exacting as gasoline or less exacting? b. Foreign material present in diesel fuel can cause damage to finely machinedinjectorparts.Nametwowaysinwhichthisdamagecanoccur. c. What is the fluidtraitthatdeterminesthesize ofthediesel fuel droplet,which,inturn,governstheatomizationandpenetrationqualityof thefuelinjectorspray? d. Describe"ignitionquality"asitappliestodieselfuel.

e. Whenadieselengineproducesanoticeableknockduringtimeswhenthe engine is under a light load, this condition is referred to as ___________________________,or_____________________________________. f. Multifuel engines will operate on four groups of fuel, two of which areprimaryandalternateIfuels.Nametheremainingtwofuelgroups. g. Before fuel enters the fuel density compensator, it must first pass throughafuelpressureregulatorthatkeepsthefuelataconstantpressure regardlessofenginespeedorloadrange. Whatisthisconstantpressure (inpsi)? 3. SecondRequirement

Answer the following questions dealing with the principles, construction, andfunctionofdieselfuelsystems.

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PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/PE 2 a. Whatisthesimplestformofdieselcombustionchamberdesign?

b. Aprecombustionchamberisanauxiliarychamberthatislocatedatthe top of the cylinder. How is thischambernormallyconnectedtothe main combustionchamber? c. Priortoactualignitionoftheairinsidetheturbulencechamber,it isestimatedthatthevelocityoftheairinthechamberisseveraltimes thatofcrankshaftspeed.Whatisthisapproximatespeed? d. Namethecombustionchamberdesignthatwasmadespecificallyforuse inthemultifuelengine. e. Whatarethetwomethodsofinjectingfuelintoacompressionignition engine? f. Namethethreebasicfunctionsofadieselinjectionsystem.

g. Thegeneraloperationofamultipleunitinjectionsystemisdescribed below.Fillintheblanks. (1) Thefuelsupplypumpandthefuelfilterprovidea_____________ supply of fuel to the __________ __________ __________ pump. Pressure usuallyisregulatedtoapproximately________psi. (2) Themultipleunitinjectorcontainsan________________pumpfor eachenginecylinder.Fuelisdeliveredtothe__________ateachcylinder fromthemultipleunitinjectorinatimedsequenceanda__________amount basedonacceleratorpedal_________and________________. (3) The injectors receive ________ ________ charges from their respectiveinjectionpumpsandsprayitintothe___________________ina ________________thatistailoredtoprovidethebestoverallperformance fortheirparticularapplication. h. Namethespecifictypeofinjectionpumpsthatarearrangedinaline sothattheymaybedrivenbyacommoncamshaft.Thelobesofthecamshaft arearrangedsothattheycoincidewiththefiringorderoftheengine.

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PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/PE 2 i. Whatarethenamesofthetwobasicgroupsofsprayinjectornozzles?

j. The wobble plate pump system is basically the same as the multiple unitinjectionsystem. Thedifferencebetweenthetwosystemsliesinthe injectionpump.Describewhatthisdifferenceis. k. A distributortype injection system uses a fuel metering pump that forcesapreciselymeasuredfuelchargeintothecupontheintakestrokeof theengine.Whatcontrolsthequantityofthisfuelcharge? l. Name the injection system that operates in the same manner as a multiple unit injection system, butratherthanusingacentrallylocated unittohousethehighpressurepumps,controlracks,pressureregulators, anddeliveryvalves,theyareallincorporatedintoeachcylinder. m. The overall system operationofapressuretimedinjectionsystemis describedbelow.Fillintheblanks. (1) supply. A ________ ________ with a vented filler cap stores the fuel

(2) Fuelissuppliedfromthetanktothe________________________ (________)pumpthroughthedeliveryline. Aninlinefilterisplacedin __________inthelinetotrap______________andmoisture. (3) AreturnlinefromthePTGpumptothefueltankisprovidedto _____________________fuelsothatoperatingpressurecanberegulated. (4) ThePTGpumpdelivers________________offueltopressuretimed deliverPTDinjectors. (5) Delivery of ________ to the PTD injectors is through a common railtype__________line. (6) Acommonrailtypereturnlineconnectsthe__________________ tothe__________________sothatexcessfuelmaybedivertedbacktothe fueltank. n. Whatarethetwotypesoffuelsupplypumps?

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PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/PE 2 LESSON2.PRACTICALEXERCISEANSWERS 1. a. b. FirstRequirement Asexacting. (1) Particlesofdirtcancausescoringoftheinjectorcomponents

(2) Moisture in the fuel can cause corrosion of the injector components c. Viscosity.

d. Theignitionqualityofafuelisitsabilitytoignitespontaneously undertheconditionsexistingintheenginecylinder. e. f. Ignitiondelayorignitionlag. (1) (2) g. 2. a. AlternateIIfuel Emergencyfuel

20psi. SecondRequirement Openchamber.

b. Theprecombustionchamberisconnectedtothemaincombustionchamber byarestrictedthroatorpassage. c. d. e. 50timesthecrankshaftspeed. Sphericalcombustionchamber. (1) (2) f. (1) Airinjection Solidinjection Tometerthefuelaccurately

(2) Todistributethefuelequallytoallofthecylindersatahigh enoughpressuretoensureatomization (3) Tocontrolthestart,rate,anddurationoftheinjection

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PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - LESSON 2/PE 2 g. (1) lowpressure multipleunitinjection 15 individualinjection injectors regulated position enginespeed fuelcharges combustionchambers spraypattern

(2)

(3)

h. i.

Multipleunitinjectionpump. (1) (2) pintlenozzles holenozzles

j. In a wobble plate pump, all of the pump plungers are actuated by a singlewobbleplateinsteadofacamshaftthathasaseparatecanforeach pumpplunger. k. l. m. Speedandloadrequirementsoftheengine. Unitinjectionsystem. (1) (2) fueltank pressuretimedgear(PTG) series foreignmatter bleedoffexcess controlledamounts fuel delivery PTDinjectors fueltank Vanetype Plungertype

(3) (4) (5) (6) n. (1) (2)

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PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - REFERENCES

REFERENCES

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PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - REFERENCES

REFERENCES The following document was used as resource materials in developing this subcourse: TM98000

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