Contents

4 Overview of diesel fuel-injection 58 Mechanical governors

systems 84 Calibration devices
4 Requirements 97 Type PNAB pneumatic shutoff
device
6 Overview of in-line fuel-injection 98 Timing device
pump systems 100 Electric actuator mechanisms
6 Areas of application 102 Semi-differential short-circuit ring
6 Types sensors
7 Design and construction
7 Control 104 Control-sleeve in-line
fuel-injection pumps
10 Fuel supply system 105 Design and method of operation
(low-pressure stage)
10 Fuel tank 108 Nozzles
10 Fuel lines 110 Pintle nozzles
11 Diesel fuel filter 112 Hole-type nozzles
12 Supplementary valves for in-line 116 Future development of the nozzle
fuel-injection pumps
118 Nozzle holders
14 Presupply pumps for in-line 120 Standard nozzle holders
fuel-injection pumps 121 Stepped nozzle holders
14 Applications 122 Two-spring nozzle holders
15 Design and method of operation 123 Nozzle holders with needle-motion
17 Manual priming pumps sensors
17 Preliminary filters
17 Gravity-feed fuel-tank system 124 High-pressure lines
124 High-pressure connection fittings
18 Type PE standard in-line 125 High-pressure delivery lines
fuel-injection pumps
19 Fitting and drive system 128 Electronic Diesel Control EDC
19 Design and method of operation 128 Requirements
28 Design variations 128 System overview
38 Type PE in-line fuel-injection 129 System structure
pumps for alternative fuels 130 In-line fuel-injection pumps
39 Operating in-line fuel-injection
pumps 132 Service technology
132 Overview
40 Governors and control systems 134 Fuel-injection pump test benches
for in-line fuel-injection pumps 136 Testing in-line fuel-injection pumps
40 Open and closed-loop control 140 Nozzle tests
42 Action of the governor/control
system 142 Index of technical terms
42 Definitions 142 Technical terms
43 Proportional response of the 144 Abbreviations
governor
44 Purpose of the governor/control
system
47 Types of governor/control system
52 Overview of governor types
Since the first in-line fuel-injection pump was produced by Bosch in 1927,
countless numbers of them have reliably kept diesel engines in motion. These “classics
of diesel fuel-injection technology” are still in use today on large numbers of engines.
Their particular strengths are their durability and ease of maintenance.
Type PE in-line fuel-injection pumps cater for virtually the full spectrum of diesel
engines. They are used on small fixed-installation engines, car engines, truck engines and
even large marine diesels that produce several thousand kilowatts of power. Familiarity
with this type of fuel-injection pump is therefore an important foundation for anyone
with an interest in diesel engines.
In combination with an Electronic Diesel Control (EDC), increasingly high fuel-
injection pressures and high-precision fuel metering, these pumps can continue to
achieve improvements in durability, exhaust-gas emission levels and fuel consumption.

This publication is part of the “Technical Instruction” series on diesel fuel-injection

technology. It explains every significant aspect of a variety of in-line fuel-injection
pump designs and their components, such as pump units and delivery valves, as well
as providing interesting insights into their methods of operation.
There are also chapters devoted to pump governors and control systems, outlining
functions such as intermediate-speed and maximum-speed limiting, design types and
methods of operation. Nozzles and nozzle holders – important components of the
fuel-injection system – are also explained.
The chapter on workshop technology describes the tests and adjustments that are
performed on fuel-injection systems.
The principles of electronic diesel engine management and the Electronic Diesel
Control EDC are explained in full detail in separate publications.
106 Control-sleeve in-line fuel-injection pumps Design and method of operation

4 Operating cycle of control-sleeve in-line fuel-injection pump

a b c d

1
Fig. 4
a Bottom dead center
2
b Start of delivery
c End of delivery
3
d Top dead center

4 11 h3
11 Delivery valve h2
12 Plunger chamber 5 h1
13 Pump barrel
14 Control sleeve
6
15 Helix
7
16 Control port
(start of delivery) 8
17 Pump plunger
9
18 Plunger spring
19 Roller tappet
10 Drive cam
11 Spill port
10

æ SMK1817Y
h1 Plunger lift to port
closing
h2 Effective stroke
h3 Residual travel

Start of delivery Spill

Assoon asthe pump plunger (Figure4b, Item7)
has completed the preliminary phase (h1) of
the delivery stroke, the control sleeve (4) closes
off the control port (6) in the pump plunger.
From this point on, the pressure inside the
plunger chamber (2) increases and fuel de-
livery begins.
The point at which fuel delivery, and there-
fore fuel injection, begins is altered by moving
the control sleeve vertically relative to the pump
plunger. When the control sleeve is closer to
the piston top dead center, the plunger lift to
port closing is longer and the start of delivery is
therefore later.When the control sleeve is closer
to the piston’s bottom dead center position,
the plunger lift to port closing is shorter and
the start of injection is earlier.
The cam shape used determines the delivery
velocity and the fuel-delivery rate (theoretical
amount of fuel delivered per degree of cam
rotation) as well as the injection pressure.
The piston’s effective delivery stroke (h2) ends
when the helix (Figure 4c, Item 5) in the pump
plunger overlaps the spill port (11) in the
control sleeve and allows pressure to escape.
Rotating the pump plunger by means of the
control rack changes the point at which this
occurs and, therefore, the quantity of fuel
delivered in the same way as on a standard
in-line fuel-injection pump.
Electronic control system
From the input data received from the sensors
and desired-value generators described in the
chapter “Electronic Diesel Control EDC”, the
control unit (Figure 5, Item 5) calculates the
required fuel-injection pump settings. It then
sends the appropriate electrical signals to the
actuator mechanisms for start of delivery (1)
and injected fuel quantity (4) on the fuel-in-
jection pump.
 Control-sleeve in-line fuel-injection pumps Design and method of operation 107

Controlling start of delivery to the signal current. This is equivalent to

Start of delivery is adjusted by means of a closed
control loop. A needle-motion sensor in one
of the nozzle holders (generally on no. 1 cylin-
der) signals to the control unit the actual point
at which injection occurs. This information is
used to determine the actual start of injection
in terms of crankshaft position. This can then
be compared with the setpoint value and the
appropriate adjustment made by sending a
current signal to the electrical start of deliv-
ery actuator mechanism.
The start of delivery actuator mechanism is
“structurally rigid”. For this reason, a separate
travel feedback sensor can be dispensed with.
Structurally rigid means that the lines of ac-
tion of solenoid and spring always have a def-
inite point of intersection. This means that the
forces are always in equilibrium. Thus, the
travel of the linear solenoid is proportional
feedback within a closed control loop.
Controlling injected fuel quantity
The required injected fuel quantity calculated
by the microcontroller in the control unit is
set using the position control loop: The con-
trol unit specifies a required control-rack travel
and receives a signal indicating the actual
control-rack travel from the control-rack
travel sensor (3). The control unit repeatedly
recalculates the adjustment needed to achieve
the required actuator mechanism setting,
thereby continuously correcting the actual
setting to match the setpoint setting (closed
control loop).
For safety reasons, a compression spring (2)
moves the control rack back to the “zero de-
livery” position whenever the actuator mech-
anism is de-energized.

5 Control-sleeve in-line fuel-injection pump Type H1 (RP43) with control unit

10
1

2 9
3 8

4 7

Fig. 5
11 Fuel delivery actuator
mechanism
12 Compression spring
13 Control-rack travel
sensor
14 Control-rack actuator
5 mechanism (injected
fuel quantity)
15 ECU
16 Connection to engine
æ SMK1818Y

17 Camshaft
18 Control sleeve
5 cm
19 Pump plunger
10 Delivery valve