US Army Mechanic Course - Principles of Gasoline and Diesel Fuel Systems OD1620 PDF

SUBCOURSE EDITION
OD1620 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.
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PRINCIPLES GASOLINE/DIESEL FUEL SYSTEMS - OD1620
TABLEOFCONTENTS
Section Page
TITLE................................................................. i
TABLEOFCONTENTS..................................................... ii
ADMINISTRATIVEINSTRUCTIONS........................................... iii
GRADINGANDCERTIFICATIONINSTRUCTIONS................................ iii
Lesson1: FUNCTIONANDCONSTRUCTIONOF
GASOLINEFUELSYSTEMS....................................... 1
Task1:Describethecharacteristicsof
gasoline......................................................... 1
Task2:Describetheprinciples,
construction,andfunctionofgasoline
fuelsystems..................................................... 7
PracticalExercise1............................................. 53
AnswerstoPracticalExercise1.................................. 56
Lesson2: FUNCTIONANDCONSTRUCTIONOFDIESEL
FUELSYSTEMS................................................ 58
TASK1:Describethecharacteristicsof
dieselfuel...................................................... 58
TASK2:Describetheprinciples,
construction,andfunctionofdieselfuel
systems.......................................................... 63
PracticalExercise2............................................. 113
AnswerstoPracticalExercise2.................................. 116
REFERENCES............................................................ 118
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THISPAGEINTENTIONALLYLEFTBLANK
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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. Describethecharacteristicsofgasoline.
CONDITIONS
Within a selfstudy environment and given the subcourse text, without

assistance.
STANDARDS
Withinonehour
REFERENCES
Nosupplementaryreferencesareneededforthistask.
1. Introduction
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.
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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.
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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.
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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
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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.
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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.
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LESSON1
FUNCTIONANDCONSTRUCTIONOFGASOLINEFUELSYSTEMS
TASK2. Describe the principles, construction, and function of gasoline

fuelsystems.
CONDITIONS

assistance.
STANDARDS
Withintwohours
REFERENCES
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.
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(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.
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(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.
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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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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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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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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
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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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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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(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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(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
17
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.
18
(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.
19
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.
20
(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
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
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
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
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
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
FIGURE15.IDLEANDLOWSPEEDSYSTEMS.
(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
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
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
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
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
(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
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
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
FIGURE22.MANUALCHOKESYSTEM.
(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
(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
FIGURE25.ENGINECOOLANTHEATEDCHOKE.
FIGURE26.WELLTYPEEXHAUSTHEATEDCHOKE.
37
(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
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
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
(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
(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
(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
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
(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
(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
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.
47
(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
48
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.
49
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.
50
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.
51
(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.
52
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.
53
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. Namethetwotypesofairfilterspresentlyinautomotiveuse?
i. 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?
54
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.
55
LESSON1.PRACTICALEXERCISEANSWERS
1. FirstRequirement
a. (1) Carbon
(2) Hydrogen
b. (1) Purity
(2) Antiknockquality(octanerating)
c. Crankcasedilution.
d. Theenginewillrununevenlyandpoweroutputwilldecrease.
e. Deicingagents.
f. (1) Hatchingout
(2) Propagation
g. Thethirdstage(propagation).
h. Octanerating.
i. Tetraethyllead.
j. Preignitionisanignitingoftheairfuelmixtureduringcompression
before the spark occurs and is caused by some form of hot spot in the
cylinder.
a. Baffles.
b. Fillerpipe.
c. Replaceableinlinefuelfilter.
d. (1) Fueltank
(2) Engine
e. Mechanicaltypefuelpump.
f. Theintakemanifold.
56
g. Raminduction.
h. (1) Drytypeairfilter
(2) Wettypeairfilter
i. Venturieffectisusedbythecarburetortomixgasolinewithair.
j. Throttlevalve.
k. An overly rich mixture that reduces engine power output caused by

sparkplugfouling.
l. Idleandlowspeedsystem.
m. Powerjet.
n. The choke system consists of a flat plate that restricts the throat
abovetheventuributislocatedbelowthebalancetubesothatithasno
affectonthepressureinthefloatbowl.
o. Thechokeunloader.
p. (1) Mechanical
(2) Vacuum
q. Hotidlecompensator.
57
LESSON2
FUNCTIONANDCONSTRUCTIONOFDIESELFUELSYSTEMS
TASK1. Describethecharacteristicsofdieselfuel.
CONDITIONS

assistance.
STANDARDS
Withinonehour
REFERENCES
1. Introduction
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.
58
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
59
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
60
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
61
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.
62
LESSON2
FUNCTIONANDCONSTRUCTIONOFDIESELFUELSYSTEMS
TASK2. Describe the principles, construction, and function of diesel

fuelsystems.
CONDITIONS

assistance.
STANDARDS
Withinonehour
REFERENCES
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.
63
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.
64
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.
65
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.
66
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).
67
FIGURE42.SPHERICALCHAMBER.
68
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:
69
(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.
70
(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
71
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.
72
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
73
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
74
isinjectedintothechamberbecausethestraightsectionofthepintleis
in the nozzle orifice. The volume of the fuel spray then increases
progressivelyasthepintleisliftedhigher,becausethestraightsection
leavesthenozzleorificeandthetrappedtipofthepintleintheorifice
providesalargeropeningfortheflowoffuel.
FIGURE45.INJECTORNOZZLES.
75
(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
76
FIGURE46.WOBBLEPLATEINJECTIONPUMP.
77
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
78
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
79
FIGURE47.DISTRIBUTORINJECTIONSYSTEM.
80
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.
81
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.
82
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
83
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.
84
(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.
85
(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.
86
(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.
87
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:
88
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.
89
(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
90
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
91
FIGURE54.PRESSURETIMEDDELIVERYINJECTIONSYSTEM
92
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
93
beginsitsdeliverystroke,thefuelinletpassageisblocked,trappingfuel
in the pumpchamber. The deliverystrokeoftheplungerthenpushes the
chargeoffueloutofthechamberthroughthedeliverypassage. Thehigh
pressure fuelchargethenunseatsthedeliveryvalve,allowingittoflow
intothedistributionchamber.
FIGURE56.PSBINJECTIONPUMPOPERATION.
94
(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
95
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.
96
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
(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.
98
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.
99
(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.
100
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
101
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.
102
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
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.
104
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
FIGURE62.MANIFOLDFLAMEHEATERSYSTEM.
106
(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.
107
(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.
108
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
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.
110
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.
111
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.
112
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)?
Answer the following questions dealing with the principles, construction,

andfunctionofdieselfuelsystems.
113
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.
114
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) A ________ ________ with a vented filler cap stores the fuel
supply.
(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?
115
LESSON2.PRACTICALEXERCISEANSWERS
1. FirstRequirement
a. Asexacting.
b. (1) Particlesofdirtcancausescoringoftheinjectorcomponents
(2) Moisture in the fuel can cause corrosion of the injector

components
c. Viscosity.
d. Theignitionqualityofafuelisitsabilitytoignitespontaneously
undertheconditionsexistingintheenginecylinder.
e. Ignitiondelayorignitionlag.
f. (1) AlternateIIfuel
(2) Emergencyfuel
g. 20psi.
a. Openchamber.
b. Theprecombustionchamberisconnectedtothemaincombustionchamber
byarestrictedthroatorpassage.
c. 50timesthecrankshaftspeed.
d. Sphericalcombustionchamber.
e. (1) Airinjection
(2) Solidinjection
f. (1) Tometerthefuelaccurately
(2) Todistributethefuelequallytoallofthecylindersatahigh
enoughpressuretoensureatomization
(3) Tocontrolthestart,rate,anddurationoftheinjection
116
g. (1) lowpressure
multipleunitinjection
15
(2) individualinjection
injectors
regulated
position
enginespeed
(3) fuelcharges
combustionchambers
spraypattern
h. Multipleunitinjectionpump.
i. (1) pintlenozzles
(2) holenozzles
j. In a wobble plate pump, all of the pump plungers are actuated by a

singlewobbleplateinsteadofacamshaftthathasaseparatecanforeach
pumpplunger.
k. Speedandloadrequirementsoftheengine.
l. Unitinjectionsystem.
m. (1) fueltank
(2) pressuretimedgear(PTG)
series
foreignmatter
(3) bleedoffexcess
(4) controlledamounts
(5) fuel
delivery
(6) PTDinjectors
fueltank
n. (1) Vanetype
(2) Plungertype
117
PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - REFERENCES
REFERENCES
118
PRINCIPLES OF GASOLINE/DIESEL FUEL SYSTEMS - OD1620 - REFERENCES
REFERENCES
The following document was used as resource materials in developing this

subcourse:
TM98000
119

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SUBCOURSE EDITION

PRINCIPLES OF GASOLINE AND DIESEL FUEL SYSTEMS

The purpose of this subcourse is to introduce the characteristics of

TASK 2: Describe the principles, construction, and function of

*** IMPORTANT NOTICE ***

THE PASSING SCORE FOR ALL ACCP MATERIAL IS NOW 70%.

PLEASE DISREGARD ALL REFERENCES TO THE 75% REQUIREMENT.

Within a selfstudy environment and given the subcourse text, without

(2) Hatching Out. As the nucleus enlarges, it develops into the

(3) Propagation. Itisduringthethird,orpropagationstagethat

(1) The ability of a fuel to resist detonation is measured by its

(3) Tetraethyl lead is the most popular of the compounds added to

(2) Preignitionisanothercauseforknocking. Thoughitssymptoms

With a basic understanding of the characteristics of gasoline, it is a

TASK2. Describe the principles, construction, and function of gasoline

Within a selfstudy environment and given the subcourse text, without

This task illustrates the function of a gasoline fuel system. It will

(1) The removable fuel tank (figure 1) is most commonly used in

c. Filler Pipe. A pipe is provided for filling the tank or cell,

d. Fuel Outlet. The outletpipe (figure 1on the previouspage) is

(1) Replaceable InLine Filter (figure 3, view A, on the following

(2) InLine Filter Elements. (Elements that fit in the carburetor

d. Element Configurations. Filter elements are made from ceramic,

d. Mechanical, Positive Type. The positivetype mechanical pump

f. Electric,BellowsType (figure6). Thebellowstypeelectricfuel

a. Purpose. The fuel tank needs a ventilation system to keep the

(3) Vehicles that are subject to emission control regulations have

(1) Deliver the mixture to the cylinders in equal quantities and

(2) Help to keep the vaporized mixture from condensing before it

(3) Aidinthevaporizationofthemixture. Todothis,theintake

vaporization without heating to the point of significantly reducing

c. Heating the Mixture. Providing controlled heat for the incoming

(1) Directing a portion of the exhaust through a passage in the

b. WetType. The wettype, or oil bath air filter, consists of the

a. Composition of Air. Air is composed of various gases, mostly

(1) Temperature. The rate of movement of the molecules increases

(2) Atmospheric Pressure. As atmospheric pressure increases, the

(3) Closed Chamber. As evaporation takes place in a closed

(4) Volatility. The term volatility refers to how fast a liquid

c. Venturi Effect (figure 10). A venturi effect is used by the

The increased speed of the airflow will also result in a corresponding

e. AirFuel Ratio. The proportions of an airfuel mixture are

a. Throttle Valve (figure 11 on the following page). The throttle

depressed, the throttle valve is moved from a position of completely

(1) Purpose. Thefloatcircuitmaintainsasteadyworkingsupplyof

(2) Operation (figure 12 on the following page). The fuel pump

(4) Venting (figure13onthefollowingpage). Thepressureinthe

(a) Balance Tube. Due to the restrictions imposed by the air

(1) Purpose. Theidleandlowspeedsystemprovidestheproperair

(2) Operation (figure15onthefollowingpage). Theidleandthe

(a) The throttle valve is almost closed at engine idle. This

(3) Idle Mixture Screw. A needle shaped screw is used in the

(4) AirBleeds. Airbleedsalsoareusedintheidleandlowspeed

(5) Passage toFloatBowl. Thepassagethatsuppliestheidleand

(a) Power Jet (figure 17). Thepowerjetsystemincludes a jet

(1) Purpose. Whenthethrottlevalveissuddenlyopened,thereisa

(2) Operation. Theacceleratorpumpcircuitconsistsofapumpthat

(a) The pump is pusheddowninthepumpchamberasthethrottle

(b) The inletcheckvalvewillseat,keepinggasolinefrombeing

(e) The inlet check ballispulledoffitsseatandgasoline is

(f) The pump chamber is filled with gasoline and ready to

(4) ControllingPumpDischarge. Thelinkagebetweentheaccelerator

manifold rather than vaporizing. By supplying a richer mixture (8:1 to

* IMPORTANT NOTICE *