(NS) Muhammad Yawar

DE-30 Mechanical SYN-A

Collage
Reg. No. 461
of EME,
NUST
Automotive Technology Lab 5
Fuel Injection Pumps

(NS) Muhammad Yawar, DE-30 Mechanical,

SYN-A, Reg. No. 461

12/5/2010
Introduction:

Fuel Injection:
Fuel injection means the method of mixing fuel into the air when it is sent into the intake manifold or combustion
chamber. There are two methods available for achieving efficient mixing. Either a carburetor can be used in which the
fuel is mixed with air at low pressure at the venturi, or a fuel injector can be used which increases the pressure of fuel (10
to 60 psi in indirect and up to 26,000 psi in direct fuel injection). At this high pressure the fuel is atomized by the nozzle
of the injector.

Using a fuel injector provides a quicker response to acceleration and also adds to fuel economy. Using an ECU (electronic
control unit) helps the engine make decisions itself based on the inputs from various sensors. Hence the fuel injector can
adjust to provide large amount of fuel during startup to warm the engine, or respond quickly and more efficiently to
changes in throttle position compared to carburetors. It can also change the air fuel ratio based on the input from oxygen
sensor at exhaust, “mass flow rate of air” sensor and intake manifold pressure sensor.

Fuel injection is of two main types:

Indirect injection:

1) Throttle body fuel injection

2) Multiport fuel injection

In throttle body the fuel is injected into the main intake manifold (where carburetor
introduced the fuel). This system is cheap and simply but not very efficient.

Multiport fuel injection injects fuel in the intake ports. This system is more
efficient and preferred method. It also responds more quickly to the driver’s
demands.

Direct injection:

This is more expensive than the previous systems as the injectors are exposed to more heat and requires more pressure for
injection, however the fuel economy is increased leading to better mileage and reduced emissions. Direct injection is
always used in diesel engine and is now being introduced in petrol engines as well.

Injector:
A fuel injector is an electronically controlled valve with a plunger that opens to
allow fuel to pass into the engine. It is capable of opening and closing many
times per second. The fuel is pushed out through the nozzle to produce a fine
mist of fuel for efficient combustion. The injectors are supplied from a fuel rail
in which pressurized fuel is present.

Fuel Injection Pump:

This pump pressurizes the fuel for injection. It is driven by crankshaft and can
produce a pressure of up to 200MPa. The amount of fuel injected is varied to
suit the load on the engine, and to control engine speed. It must send the correct
amount of fuel, and it must send it at the correct time in the engine cycle. The
fuel must have very high pressure energy so that the injector can effectively
atomize, mix and evaporate it in the air in the extremely short time interval available in the cycle. Leak-off pipes take fuel
used for cooling, and for lubrication, from the injection pump and injectors back to the tank. They also help to remove air
from the system. A governor controls engine speed. And a control lever on the governor is connected to the accelerator
pedal. The basic system is divided into two sections.

The low-pressure side cleans the fuel and delivers it to the high-pressure side, or fuel injection system. Dirt and water will
damage a fuel injection system. The highly polished components need a very efficient filtration system to ensure all traces
of dirt and water are removed. The highly-polished finish is achieved by lapping two components together to form a
matched set. Matched components must not be interchanged after lapping is completed. The high-pressure side of fuel
injection system must raise the pressure of the fuel high enough to open an injector. This allows the fuel to be forced into
the combustion chamber at the correct time.

Fuel injection pumps have two types:

1) Inline type: This comprises of a row of cam-actuated pumping elements, one for each cylinder of the engine,
above a camshaft (or cam plate). This type of pump is most commonly used in diesel engines for heavy
commercial vehicles.
2) Distributer type: This is used in many engines and functions by one, two or more plungers from which the fuel is
directed to each cylinder by a distributor system. This type of pump is used usually on cars and light commercial
vehicles.

A third type is unit injector. It is a combined pump and injection unit, and each unit serves one cylinder. The engine
camshaft actuates all these. The main advantage of this design is that fuel at the very high pressure is delivered for
injection through a very short duct in the injector itself, instead through a long and relatively vulnerable pipe. The unit
injection seems to become most widely used system in the future to reduce exhaust emissions. It is less costly in terms
of hardware than the other systems, but has the disadvantage that it cannot be incorporated in existing engines without
major redesign and changes.

Inline Injection pumps:

Some engines use in-line injection pumps to meter, and raise the pressure of
the fuel. In-line fuel-injection pumps have one pump element for each
engine cylinder. These are arranged in a row. The camshaft of the in-line
fuel-injection pump is driven by the gear wheels or chains of the combustion
engine.

The in-line fuel-injection pump runs at half the

speed of the engine and always synchronously to
the piston movements of the diesel engine. The fuel
reaches the nozzle-holder assemblies with the
injection nozzles via high-pressure lines. The basic
principle is for a plunger to act on a column of fuel,
to lift an injector needle off its seat.

Inside the pump is a pumping system, and a

delivery valve for each cylinder of the engine. The
pumping system has a barrel, and a plunger that fits
inside it. Their accurate fit and highly-polished
finish ensures only minimal fuel leakage past them,
without needing positive seals. The barrel usually
has two holes, or ports, called the inlet port, and the
spill port. They connect the inside of the barrel with
 the gallery. The gallery contains filtered fuel from the low-pressure system. At the top of the barrel is a delivery valve,
delivery valve holder, and the pipe to carry fuel to each cylinder.

The camshaft creates the plunger movement for each pumping element occurring in the firing order and at the correct
point in the engine's cycle of operation. The followers relay the cam-lobe lift to the plungers, and the governor senses the
changes in engine speed and, in conjunction with the accelerator-lever position, automatically regulates the amount of fuel
to be injected into the combustion chamber.

Plunger-and-barrel Pumping Action:

Towards the end of the downward movement of the plunger in the barrel both the inlet and spill ports are uncovered, and
the inlet port opens slightly before the spill port. Fuel at lift-pump pressure is forced through both ports and it fills up the
space above the plunger (Fig. 2 A),

As the plunger moves up, it first cuts off the spill port. During its movement it pushes back a small quantity of fuel
through the inlet port until the top edge of the plunger cuts off this port from the space above the plunger (Fig. 2 B), which

Figure 1) Plunger Figure 2) Cycle of operation: A) Filling B) Cut-off point Figure 3) Output Control A) Stop B) Half-load C) Full
(Beginning of injection) C) Spill over load

is completely filled with fuel. The rising

plunger pressurizes the trapped fuel and forces
open the delivery valve situated above the
plunger. The plunger then transmits rising
pressure through the existing fuel in the
pipeline to the injector-nozzle needle.
Eventually this pressure build-up lifts the
needle off its seat, and fuel is sprayed out into
the combustion chamber.
Further upward movement of the plunger
forces fuel past the delivery valve until the
upper edge of the plunger helical groove is
exposed to the barrel spill port (Fig. 2 C). As
fuel escapes down the axial spill passage,
across to the helical groove, and out through
the spill port the fuel pressure suddenly collapses. The spring-loaded delivery valve is then closed, due to which fuel
delivery and injection stop.
Output Control:
The plunger stroke is always constant as it is controlled by the cam-lobe, but the part of the stroke, which actually pumps
varies. During the upward travel of the plunger the point at which the spill occurs is altered by partially rotating the
plunger relative to the barrel. The device used for this operation consists of an arm attached to the bottom of the plunger.
This engages a box-shaped control-arm mounted on a control-rod (Fig. 1). The control-rod is located to one side of the
pumping elements and is positioned parallel to the camshaft. It links up all the plunger control-arms due to which any to-
and-fro movement of this control-rod rotates each plunger an equal amount. The amount of fuel injected by each plunger
is thus determined before the spill port is uncovered.
When the plunger is partially rotated in the barrel, the position of the plunger helical spill groove varies relative to the
fixed barrel spill port, so that the effective pumping stroke of the plunger either increases or decreases. If the helical
groove aligns with the spill port earlier (Fig. 3 B) in the plunger upstroke, the amount of fuel injected is reduced. For a
late spill to increase the delivered output, the effective plunger stroke is lengthened (Fig. 3 C), which indicates the full-
load position. For the shut-off position i.e. no delivery, the plunger is rotated until the helical groove uncovers the spill
port in the barrel for the entire stroke (Fig. 3 A) so that the fuel cannot be trapped and compressed within the barrel.

Delivery valve action:

The function of the delivery valve is to provide (a) residual pipeline pressure, so that each successive pumping stroke
immediately actuates the injector, (b) rapid fuel cut-off, to eliminate injector-nozzle dribble, and (c) positive continuous
air purging or bleeding.
When the plunger rises on its injection stroke, the pressurized fuel lifts the delivery valve, so that fuel is displaced towards
the injector (Fig. 4 B). Further upward movement of the plunger
aligns the helical groove and the spill port, so the injection stops.
The delivery valve is then immediately closed by the return-spring.
This causes the remaining fuel in the pipeline to be subjected to a
residual pressure, which is about 2945 kPa. In the process of closing
the delivery valve, the piston portion of the valve initially cuts off
the fuel pipeline above the valve from the barrel-pumping chamber
(Fig. 4 C) and then sweeps further down to rest on its seat (Fig. 4
A). The delivery valve also assists in taking air out of the system.
The delivery valve reduces pressure in the fuel line. Consequently
the injector needle is able to snap on to its seat, thus providing a
clean cut-off without nozzle dribble.
Figure 4) Delivery-valve action: A) Closed B) Injection C) A cylindrical shouldered piece of low-carbon steel with a hole
End of injection. through the centre and a transverse slot across the enlarged
shouldered end is called volume reducer, which fits inside the delivery-valve holder. Its acts as a spring-guide and also
reduces the effective volume and compressibility of the fuel between the delivery valve and the injector (Fig. 4 B). In the
absence of the volume reducer, the effective volume is increased and the sweeping action of the delivery-valve piston is
insufficient to reduce the line pressure. This promotes injection dribble.

Governor:
If excessive fuel is injected into the cylinders it may cause damage to the engine. To limit the
maximum fuel that is injected and hence to control the maximum speed of the engine a governor
is used. It also controls the engine at idling speed. If the governor performs these functions only,
it is called a two-speed governor. If a unit regulates throughout the speed range is termed an all
speed governor.

The general functions of a governor are as follows:

(a) To supply extra fuel for starting the engine at various temperatures experienced during
service.
(b) To maintain the idling speed constant at a predetermined rpm regardless of temperature and load.
(c) To prevent the engine from over-speeding if the accelerator is depressed suddenly at light load or the load is suddenly
reduced.
d) An all-speed governor maintains, within pre-set limits for full and zero loads, a constant speed appropriate to the
accelerator pedal angle, regardless of variations in load.
Three main types of governor used for in-line pumps are mechanical, pneumatic, and hydraulic.

Mechanical Governors:
An idling and maximum speed governor, shown here, is
commonly used on heavy vehicle engines. It is mounted at the end
of the injector pump, and contains two weights, rotated by the
pump camshaft. A force in an inward direction in exerted by the
springs on the weights.

Considering the accelerator pedal stationery, any increase in speed

causes a slight outward movement of the weights so that the control rod is moved in the direction to reduce the fuel
delivery. Similarly, if the weights are moved in the inward direction, the control rod increases the fuel delivery to prevent
stalling of the engine. Between idling and maximum speeds, the weights maintain the same position, i.e. appear to be
locked together. At the maximum speed, in the range of 1800-2000 rpm, the high centrifugal force acting on the weights
overcomes the strong force of outer springs causing the outward movement of the weights. Consequently, the control rod
decreases the quantity of fuel delivered, and thereby reduces the engine power, irrespective of the position of the
accelerator pedal.
A small quantity of engine oil, stored in the governor housing, lubricates the moving parts.

Electronic Control
Electronic diesel controller (EDC governor ) replaces mechanical governors. It has a solenoid actuator which exerts a
maximum force of 45 N directly on the end of the control rod and against the resistance of a return spring. The current
through the solenoid is regulated, in response to feedback signals received by the ECU.

The position of the stop for the rack, or control rid, is altered by electronically controlled solenoid acting against the return
spring. A rack position sensor is placed immediately above the end of the rack and return spring assembly. The pump
speed and timing sensor is mounted below, on the end of the pump camshaft. The ECU receives signals from the sensor
for some of these parameters like accelerator pedal position; engine and road speeds; gear selected; start of injection;
control rod position; ambient, induction manifold, and fuel temperatures; ambient and boost pressures; crankshaft angle;
and clutch, brake pedal, and exhaust brake and retarded switches. Generally ECU output is the current to the solenoid for
actuating the pump control rod, and to the injection advance and retard mechanism.

This system provides several advantages which include:

(i) Engine starting and stopping done solely by means

of a key on the dash board, irrespective of engine
and ambient temperatures.
(ii) Idle speed adjustment to take account of changes in
load from auxiliary equipment
(iii) Ease of adjustment of full-load fuelling to keep
within smoke limits.
(iv) Automatic adjustment of fuelling in relation to
ambient, fuel and coolant temperatures
(v) Ease of controlling auxiliary drive speeds
(vi) Ability to incorporate surge damping and cruise
control
(vii) Capable of generating signals for indicating fuel consumption and engine speed on the dash board.
Distributor type fuel injection pumps:
The distributor-type fuel system is found on small- to medium-sized diesel engines. Two main types of pump in use are
the rotary and axial plunger distributor pumps. Rotary types distributor pump are those in which the plungers reciprocate
in the head of the distributor rotor while revolving around its axis. Whereas in the axial plunger type distributor pump, the
pumping plunger is coaxial with the drive shaft and, rotating with it, serves also as the distributor.

A rotating member, called a rotor, within the pump distributes fuel at high pressure to the individual injectors in engine
firing-order sequence. Operation of the fuel distribution is similar, in that a central rotating member forms the pumping
and the distributing rotor is driven from the main drive shaft on which the governor is mounted.

Distributor pumps are generally lighter and more compact, are less costly, than their in-line counter parts. Also, their
governors and injection advance devices are simpler and smaller. This type of pump usually incorporates a transfer pump
used for keeping it full of fuel and also for powering many of the control systems. Consequently, transfer pump delivery
pressures of up to 785 kPa and above are necessary. For achieving this pressure, vane type pumps are generally used.

The main components of the distributor fuel injection pump are the drive shaft, distributor rotor, transfer pump, pumping
plungers, internal cam, hydraulic head, end plate, governor, and housing assembly with an integral advance mechanism.
The rotating members that revolve on a common axis include the drive shaft, distributor rotor, and transfer pump.

The mechanism of operation of a simple rotary injection pump is given below:

A drive shaft driven from the engine rotates a plunger, and a cam disc (Fig 5). Cams on the face of the disc have as many
lobes as cylinders in the engine. A plunger spring holds the cam disc against rollers that rotate on their shafts. The lobes
move the plunger to-and-fro in its barrel, making it rotate, and reciprocate, at the same time (as can be seen from Fig 5).
Its rotation operates the fuel inlet port to the pumping chamber, and at the same time distributes pressurized fuel to the
correct injector. The reciprocating motion pressurizes the fuel in the pumping chamber. The plunger’s pumping action
forces fuel through a delivery valve, to the injector. The barrel has 1 intake port and 3 or 4 distribution ports (depending
on the number of cylinders). The plunger has a central passage, a connecting passage to the distributing slit, and a cross-
drilling to a control sleeve. As the plunger rotates, each intake slit aligns with the intake port, and the distributing slit with
the distributing port.
Figure 5) The rotor and plunger for rotary pump

As the plunger rotates, the intake slit moves away from the
intake port. At the same time, the plunger is acted on by the cams, causing it to move axially along the barrel, pressurizing
the fuel in the pumping chamber.

The distributing slit now uncovers the distribution port, and the pressurized fuel passes through delivery valve
to the injector. Further rotation of the plunger closes off the distribution port, and opens the intake port. At the
same time, the plunger spring moves the plunger back along the barrel for the next pumping stroke.

For intake, fuel from the feed pump reaches the open intake port in the barrel. The intake slit aligns with the
intake port, and fuel fills the pumping chamber and passages in the plunger.

For injection, the plunger rotates to close off the intake port, and moves along the barrel, to pressurize fuel in
the pumping chamber. The distributing slit aligns with the distribution port, and the pressurized fuel forces the
delivery valve off its seat, and reaches the injector. In this phase, a cut-off port in the plunger is covered by the
control sleeve.

To end fuel delivery, the plunger’s cut-off port moves out of the control sleeve, and lets pressurized fuel spill
back into the pump housing. This relieves pressure in the pumping chamber, the delivery valve closes, and
injection ceases.

Metering the fuel is controlled by effective stroke of the control sleeve, and that’s determined by the action of
the governor sliding the control sleeve along the plunger. Sliding it one way opens the cut-off port earlier, and
reduces effective stroke. Sliding it this way delays its opening, and increases effective stroke. The governor
changes the position of the control sleeve to vary the quantity of fuel delivered, according to throttle position
and load. When the ignition is switched off, an electrical solenoid closes off the intake port, and stops fuel
delivery.
Automotive Technology Lab 6:

Fuel injection pump (FIP) phasing and calibration:

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

Phasing:
Phasing may be defined as the process for checking and adjusting an in-line pump to ensure that the interval between the
successive injections exactly corresponds to the firing interval of the engine cylinders. This is done when the pump is
being manufactured to check the tolerances on the component part. This is also done when the pump is in service, if the
pumping element and/or tappet assemblies require replacement.

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

For the purpose of phasing a pump the tappet body of each of the pumping element is provided with a screw thread
(tappet ruler). This tappet adjustment provides the means of altering the overall length of the roller tappet and plunger
combination, so as to ensure the correct point of injection for each cylinder. If for example the injection is occurring too
early in one cylinder, then from the action of the pumping element it will be evident that the barrel ports are closing too
soon. In other words the top of the plunger has risen too high in relation to the angle of cam lift and therefore requires
lowering, by turning the adjustment screw further into the tappet body.

A graduated degree plate which is set to zero on the test bench so that the commencement of injection for number 1
plunger pumping element will serve as datum for all the others, in order of cylinder injection sequence. The phase angle
or angular difference between each commencement of injection should be 60o for a six cylinder engine (360/6=60). The
tolerance in phase angles is about ±0.5o .

The fuel line from one of the injectors is removed and a swan neck pipe is attached. This pipe is
connected to the pump barrel. The point of port closure in each element should be correctly noted
by gradually lifting the plunger from its bottom position (by rotating the shaft of the pump by
hand) after removing the valve and the valve spring from the pumping element. As the plunger
moves upwards gradually, the oil coming out of this valve keeps reducing. When the plunger just
closes intake and spill port, the oil supply from the valve passage stops. The exact cut-off point is
determined.

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

Calibration:
The fuel pump needs to be calibrated for efficient delivery. The fuel must be equally distributed in each cylinder. The
calibration of an inline fuel injection pump may be defined as the procedure for adjusting the fuel oil deliveries of the
pumping elements so that each may deliver the same specified quantity. The calibration of the fuel pump is an important
operation, because of the environmental requirements for a clear exhaust with no un-burnt fuel present, and the
economical considerations as related to the cost of saving in fuel.
Calibration in an inline pump is also performed on a fuel pump test bench. For this purpose it is motorized and equipped
with a bank of especially calibrated test injectors, the output from these is collected in graduated glass measuring
cylinders.

Provision of adjusting the output for individual pumping element is made by unclamping and turning the quadrant pinion
relative to the plunger control sleeve. In later practice this was done by unclamping and altering the position of the
plunger arm engaging fork along the control rod.

While being motored, if one of the pumping elements is injecting more fuel (as seen in from the graduated glass cylinders)
then it is adjusted to decrease the amount it pumps, using either the quadrant pinion or the engaging fork.