INTERNSHIP REPORT ON

UNIT INJECTION SYSTEM

AT
DIESEL LOCO SHED
BANGALORE

SUBMITTED TO:
CHIEF INSTRUCTER
DIESEL LOCO SHED
KRISHNARAJAPURAM
BANGALORE- 560036

SUBMITTEDBY:
LAKSHMI C
(1DB16ME432)
BE III YEAR MECHANICAL
DON BOSCO INSTITUTE OF TECHNOLOGY
BANGALORE -560074
 Unit Injection System

Unit Injector System

The unit injector system, shown in Figure, is a development of the individual pump injection
system. Instead of an individual pump connected to an injection nozzle by a high-pressure fuel
line, the pump and nozzle are combined in a single unit injector which performs all the injection
functions. Eliminating the high pressure fuel piping permits extremely high injection pressures -
up to 20,000 or even 30,000 psi. (137,900 kPa or even 206,850 kPa)

Each cylinder head carries a unit injector, which is actuated by a rocker arm from the camshaft.
Within the unit are a pump plunger, which raises the fuel pressure, meters the charge and times
the injection, a delivery valve and a nozzle tip to give the desired spray pattern.

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 Unit Injection System

Fig:1.1Fuel Injector

Injector Operation
The unit injector, on being depressed by the rocker arm, takes fuel from the supply system and
meters, times, pressurizes, and atomizes the fuel into the engine cylinder. Figures 4.6 illustrates
the operation of the injector at approximately a half load position

ONE COMPLETE DOWN STROKE OF PLUNGER AT "HALF LOAD" POSITION

Fig1.2:Injector Fuel Control

In figure 1.2, the injector plunger is at the top of its stroke. Note that both the upper and lower
ports are open and fuel is allowed to enter the chamber below the plunger. The plunger has a
machined recess called a helix. Fuel flows from the upper port into the helix, and though a
drilled passage in the plunger.

As the plunger begins to move down by the rocker arm, the lower port is blocked by the plunger.
Fuel is allowed to escape back through the drilled passage, helix, and upper port.

Next, the plunger has moved down far enough to close both ports. At this point, as the fuel is
trapped below the plunger, further downward motion of the plunger generates higher fuel
pressure. This pressure lifts the needle valve and injection begins.

As the plunger continues downwards, the lower port starts to open, allowing fuel to move up
through the drilled passage, escaping through the lower port, ending injection.

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 Unit Injection System

The plunger travel continues until the bottom of its stroke, however, the lower port is fully open
and no injection can take place.

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 Unit Injection System

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 Unit Injection System

Fig1.3:Timing Diagram(645 Turbo)

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 Unit Injection System

Injection Conirol
The quantity of fuel injected is controlled by rotating the plunger with the rack, The amount of
fuel injected increases as the rack moves in. As the plunger rotates, the change in the helix in
relation to the ports changes the effective length of the stroke. Figure 4.7 illustrates the effective
injection stroke with the rack in different positions.

ONE COMPLETE DOWN STROKE OF PLUNGER AT "HALF LOAD" POSITION

Fig1.4: Plunger Fuel Control

Position of the rack is set by the Woodward governor in response to engine speed requests. The
governor compares actual engine speed with desired speed and adjusts the fuel rate accordingly.

GM has made a significant contribution to the reduction of exhaust smoke and gaseous emissions
with the introduction of a new LOW SMOKE fuel injector. The key to the LOW SMOKE
injector is the new design LOW SAC spray tip. The spray tip features a 53% reduction in the fuel
sac below the needle valve seat. Significantly less fuel remains below the needle valve after it
has seated, thereby reducing the potential after-dribble of fuel which causes smoke and
undesirable emissions

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