DIESEL FUEL

It is a mixture of aliphatic hydrocarbons extracted from petroleum crude. Diesel may cost more or
less than gasoline but generally cost less to produce because extraction process is simple.

CHARACTERISTICS OF FUEL

1. VOLATILLITY:

It is defined as the tendency of a fuel to change from liquid state to gaseous state at given
temperature.

2. PURITY:

It should be free from dust, grease, water, chemicals etc.

3. SULPHUR CONTENT:

It should be in correct percentage. Sulphur content increases the corrosion,.

4. ANTI-KNOCK QUALITY:

The pressure increases eventually inside the cylinder during normal combustion, under some
condition the last part of the compressed air fuel mixture explodes which suddenly increases
pressure (addition of anti-knocking agents which changes the octane rating.)

5. CALORIFIC VALUE:

The amount of energy produced by the complete combustion of a material or fuel is called
calorific value. It is measured in units of energy per amount of material. If the fuel has
higher calorific value it will have tendency to produce more power in the engine. The calorific
value of diesel fuel is roughly 45.5 MJ/kg (mega joules per kilogram), slightly lower than petrol
which is 45.8 MJ/kg.

6. CETANE NUMBER:

Cetane rating, also known as cetane number is a measurement of the quality or performance
of diesel fuel. The higher the number, the better the fuel burns within the engine of a vehicle. ... In
other words, it is how minimized the delay is between when the fuel is injected into the chamber
and when the combustion begins. Diesel engines operate well with a CN from 48 to 50

7. OCTANE NUMBER:

An octane rating, or octane number, is a standard measure of the performance of an engine

or aviation fuel. The higher the octane number, the more compression the fuel can withstand before
detonating (igniting). ... Therefore, high compressibility of the fuel matters mainly for gasoline
engines. Gasoline typically has octane ratings of 87 (regular), 88–90 (midgrade), and 91–94
(premium

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 DIESEL FUEL SYSTEM
This system is employed in vehicles that run on Diesel Fuel. The function of fuel injection
system is to inject proper quantity of fuel into the engine cylinder at the correct time for a
predetermined period. The fuel injection system may be classified into two:

1. Solid Injection System

2. Air Injection System

In Solid Injection system only fuel is injected. In Air Injection System fuel is injected along with
compressed air. Out of the above solid fuel injection system is most commonly used.

Solid injection system is again classified into two:

a) Common Rail Injection System

b) Individual Pump Fuel Injection System

COMMON RAIL INJECTION SYSTEM

In this type there is single injection pump with injector called as unit injectors for each
cylinder. The unit injectors are operated by cam, rocker arm and springs, similar to engine valve. A
linkage connects the control racks of all the unit injectors to control the quantity of fuel. The fuel is
taken from the fuel tank by the fuel pump and is supplied at low pressure to a filter, and to all the
unit injectors. This avoids the high pressure fuel lines necessary in the individual pump system. Any
excess fuel from the relief valve is return to the fuel tank. This is not used commonly now

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INDIVIDUAL PUMP INJECTION SYSTEM

Figure shows the individual pump injection system using inline injection pump. Fuel is
taken from the fuel tank by means of a fuel pump which is operated from the injection pump cam
shaft. Generally the plunger type or diaphragm type of feed pump are employed in automobile. The
pump provides with hand priming lever, so that the diesel can be forced into the system and bleed
out the air in the system without turning the engine. The fuel is then passed through a filter and then
to the injection pump. The fuel injection pump then injects a definite quantity of fuel into individual
cylinders according to the firing order through the injector fitted on them. The injection pump is
gear driven from the engine cam shaft. So that it is driven half the engine speed contain in the
injection pump on its side is a governor which provides automatic speed control relative to any set
position of the accelerator pedal.

COMPONENTS OF DIESEL FUEL SYSTEM

1. DIESEL TANK:
Fuel is filled in the diesel tank that is fixed in a convenient position of the motor vehicle. It
is made up of strong sheet and can be round, square shaped or of any other convenient design. It has
a space for filling diesel and is covered with a cap.

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 2. FUEL FILTER:
To protect from impurities like dust, metal particles etc. which may cause damage or block the fuel
system diesel filters are used. The diesel oil should be very clean. For this purpose filters are used.
In Indian vehicles mostly two filters are used, primary and secondary filters.

SEDIMENTATION TYPE PRIMARY FILTER

The most commonly use primary filter for diesel fuel is wire mesh installed on the suction
side of fuel feed pump. In sedimentation type, fuel from the tank enters the filter and flows around
the conical diffuser tunnel to accelerate downwards to the sedimentation chamber. The impurities
being heavier tend to move further down towards bottom and settle down these. The impurities thus
settle down can be drained off periodically. The clean diesel oil passes to the outlet of the filter.
Resin integrated paper elements are now being used in most filters. Such element filters about 95%
of abrasive particles.

SECONDARY FILER

Secondary filter is installed after the fuel pump and it is separate out abrasive particles and
any water in the fuel. The filtering element retains the abrasive particles and other solid impurities

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expect water droplets which are falls through the element. As they have passed the element the
electrostatic attraction produced by resin impregnated elements causes the droplets to be pulled
toward each other and to form large droplets which being heavier tends to settle down relatively
larger sediment chamber. The lighter fuel then passes into the filter outlet.

3. FUEL FEED PUMP:

A fuel feed pump is also called fuel transfer pump or fuel lift pump. It performs the function of
pumping the fuel from diesel tank to the fuel injection pump through fuel filters.it is mainly
operated by the eccentric cam in the fuel injection pump cam shaft.it is of two types:

a) Plunger type
b) Diaphragm type

PLUNGER TYPE FUEL FEED PUMP

This pump feeds fuel from tank to the fuel injection Pump through filter. It is driven from an
eccentric or cam on the injection pump camshaft. It consists of a Suction Valve, delivery Valve, a
plunger with return spring, a spindle with tappet and housing. As the cam rotates the tappet moves
and its movement is transmitted to the plunger through spindle. The return stroke of the plunger is
done by means of plunger return spring.

When the eccentric is at minimum throw, the plunger moves inwards by the pressure of the
return spring, creating Suction, which lifts the suction valve and draws fuel from fuel tank through
the front side of plunger. When the eccentric rotates it moves the plunger against the spring force.
The suction valve is closed and the fuel is forced through the delivery valve to the back side of the

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plunger. In the next inward stroke of the plunger fuel behind the plunger is forced out to through
outlet. The cycle is repeated and fuel discharges continuously.

DIAPHRAGM TYPE FUEL FEED PUMP:

The figure shows a diaphragm type diaphragm type fuel feed pump fitted to the fuel
injection pump so that the rocker arm slides on a pump operating can on the fuel injection pump
eccentric cam. It consists of a high-grade cotton diaphragm impregnated with synthetic rubber. The
movements of the diaphragm suck fuel from the fuel tank and pusher it to the fuel injection pump
through fuel filter.

As the cam rotates, it operates the rocker arm which in turn pushes the diaphragm up and
down. The downward movement of the diaphragm sucks the fuel through the strainer from the fuel
tank through the inlet valve. The upward movement of the diaphragm pushes the fuel up which
causes the inlet valve to close an outlet valve to open. The fuel through the outlet valve goes to the
fuel injection pump.

HAND PRIMING PUMP:

To permit manual feeding of fuel when the engine is stationary a priming pump is fitted with the
feed pump. The hand priming pumps is meant to bleed the fuel supply system when required. If the
engine has not been working for considerable period the fuel can be transferred rapidly from the
fuel tank to the fuel injection pump using hand priming pump.

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 4. FUEL INJECTION PUMP (FIP):

The function of fuel injection pump s to deliver accurately, metered quantity of fuel under
high pressure, at the correct instant and in the correct sequence, to the injector fitted on each engine
cylinder. The injection pump is driven from the engine’s timing gears and its output is controlled by
the driver through accelerator pedal. The fuel injection pumps (FIP) used for sending diesel to the
injectors with high pressure are mainly two types:

a) Inline or jerk type fuel injection pump

b) Distributer type fuel injection pump

All the given fuel systems use mechanical injection. Diesel is sent with pressure to the injectors by
the FIP. Diesel is atomised in spray form by injectors and sent to the combustion chamber.

INLINE OR JERK TYPE FUEL INJECTION PUMP (FIP)

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 The main parts of the pump are the delivery valve, the plunger, the control sleeve, and the
control rack. 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.

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, which 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. 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.

The duration of the fuel delivery during each stroke of the plunger is more or less according
to the time at which the spill port is made to contact with the high pressure fuel in the barrel. This
depends up on the position of the helical groove which can be changed by rotating plunger by rack,
controlled by governor.

When the engine is to be stopped the plunger is rotated to the position at which the
rectangular slot is in line with spill port and there is no possibility of pressure build up above the
plunger. As the upper part of the plunger is always remains in connection with spill port, therefore
there is no possibility of fuel delivery.

CALIBRATION:

Measurement of fuel delivered by each element of an Injection pump at a fixed control

setting and adjusting these setting so as to ensure that equal quantity of fuel per stroke of each
plunger is supplied to all the cylinders is known as calibration. This is done by changing the relative
position of both the quadrant of each pump element.

PHASING:

The testing and adjusting of injection pump for the accuracy of its firing interval is known as
phasing. It is done by adjusting the height of tappet assembly or by adding or removing shims.

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DISTRIBUTOR TYPE FUEL INJECTION PUMP (FIP)

In this type injection pump there is a single pumping element and the element is distributed
to each cylinder by means of a rotor. The rotor has a central longitudinal passage and a set of radial
holes equal to the number of engine cylinders. Similarly the outer sleeve also have asset of equal
holes (delivery holes) at a different level which are offset from the suction ports in top view.
Beside there is a metering port in the sleeve for the fuel intake and distribution port in the rotor.
This distribution port is connected to the central passage in the rotor. Each of the delivery port is
connected to the high pressure delivery lines leading to injectors on the engine cylinders.

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 As the rotor revolves the suction port align with intake metering port one by one. While the
distribution port is align with delivery port in turn. Through this alignment of suction ports and
distribution ports with relevant ports takes place at different instants. The lower end of the central
passage in the rotor opens into a chamber in which two opposed plungers are placed.

As the rotor rotates a stationary ring with internal cam operates the plunger though rollers
and shoes which are placed in the slots in to the rotor base. The no. of engine lobes on the cam ring
is equal to the no. of engine cylinders. As the pump plungers moves away from each other the fuel
is drawn into the central rotor passage. From the inlet port through suction port the fuel is charged
or delivered to each cylinder in turn at high pressure when the distribution port in the rotor coincide
with the delivery for any cylinder.

A metering valve is controlled by governor or accelerator pedal regulates the amount of fuel
enter in the rotor. Pressing the pedal increases the area of metering port allowing more fuel to enter
rotor, Thereby increasing the engine speed. The maximum amount of fuel intake to the pump is
controlled by adjusting the outward travel of pump plungers.

5. GOVERNORS

All diesel engines are equipped with governors to ensure that engine does not pick up speed
when there is no load on it as the speed of engine is depended on the quantity of fuel injected.
Secondly, the governors have also to supply enough fuel when engine is loaded so that the vehicle
speed does not get down. There are various types of governors used in diesel engine. They are:

a) Mechanical Governor

b) Pneumatic Governor

c) Combined (Mechanical and pneumatic)

d) Hydraulic Governor

MECHANICAL GOVERNOR

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 Mechanical Governor works on the centrifugal force principle. Two spring loaded weights
are mounted on the governor shaft which gets drive from the engine. At the one end, the bell crank
levers carry balls whereas their other ends touch the lower surface of the flange of a sleeve on the
governor shaft. As the engine speed increases, the centrifugal force due to the weights acts against
the spring tension. Once the former exceeds the latter, causing the other ends of the bell crank
levers to raise the sleeve and hence operating the control lever in the downward direction which
further actuates the control rack on the fuel injection pump in a direction which reduces the amount
of fuel delivered and hence decreases the engine speed. In this way, the amount of fuel delivery is
increased when the engine speed tends to decrease.

PNEUMATIC GOVERNOR

Pneumatic governors are having two parts:

 Venturi air flow control unit

 Diaphragm unit

Venturi airflow control unit is fixed in inlet air manifold under the air cleaner. In this unit a
small venturi is fixed by the side of butterfly valve, so that quantity of air can be increased or
decreased as desired. The butterfly valve is linked to the accelerator pedal with linkage from the
venture as suitable pipe is taken for fixing pipe connecting diaphragm unit. The diaphragm unit if
fitted at the end of the injection pump over the opening of control rod. This unit consists of two
chambers separated from each other by a diaphragm. The outer chamber is called vacuum chamber
and is connected to venturi unit while other unit is connected to atmospheric pressure.

As soon as the engine starts vacuum produced in the venturi acts on the diaphragm and
pulling it outward taking along with control rod. As the speed of engine increases or decreases the
vacuum in the venturi also increases and decreases, so the diaphragm is pulled out and speed is kept
under control. To stop the engine a stopper lever is placed in the atmospheric chamber which when
pulled up the diaphragm along with control rod comes to stop position. In some vacuum chamber a
spring is placed in to the cover, which is adjustable and is adjusted to run the engine without hinting
idling speed.

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 6. DIESEL INJECTORS:

Injector is a device, which spray Diesel oil in a fine atomized form just before the piston reaches
TDC in compression stroke.

The main functions of Injectors are:

 It should inject in fine atomized form
 The atomized fuel should mix up with hot air to form a uniform mixture for proper
combustion.
 Fuel injection and cut of should be rapid
 It should not dribble

The main part of an Injector is a spring-loaded needle valve. It is held by a spring on its seat
by spring pressure, until high pressure fuel is applied through the injection pipe. The pressure
increases and nozzle valve gets shifted up from its seat and the fuel under pressure sprayed in to the
combustion chamber through holes provided on nozzle tip. The fuel spray continues till the delivery
from injection pump is stopped. Then the spring pressure again closes the nozzle valve back in its
seat. A small quantity of fuel is allowed to leak between the nozzle valve and guide for lubrication
purpose. The fuel accumulated around the spindle in this way get de-pressurized and drained back
to the fuel tank through the leak off connection. In injector needle valve lifting pressure can be
adjusted by tightening or loosening the spring tension by adjusting screw.

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 TYPES OF INJECTOR NOZZLES
1. SINGLE HOLE NOZZLE:

In single hole type there is only one hole,

which is usually in the centre of valve body,
but in some cases it is made at an angle also.

2. MULTI HOLE NOZZLE:

In multi hole type there can be two or four

holes drilled at certain angle. The diameter of
hole drilled in the body is usually 0.45 mm.

3. PINTLE TYPE NOZZLE:

The construction of this nozzle is like simple

hole nozzle except that the valve is extended
and is projected out of the body. The
projected portion is known as Pintle.

4. PINTAUX TYPE NOZZLE:

Pintaux nozzle is like pintle nozzle except that

needle valve is extended and another auxiliary
hole is drilled in the body. In the beginning of
spray approximately 10% of the fuel is
sprayed from this auxiliary hole.

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 7. GLOW PLUG OR HEATER PLUG:

A glow plug or heater plug is a heating device used to aid starting diesel engines. In cold
weather, high speed diesel engines can be difficult to start because the mass of the cylinder block
and cylinder head absorb the heat of compression, preventing ignition. Heater plug increases the
temperature of the combustion chamber. Diesel burns as soon as it is sprayed in the combustion
chamber due to an increased temperature. Pre-chambered engines use small glow plugs inside the
pre-chambers. Direct-injected engines have these glow plugs in the combustion chamber.

CUMMINS AND DETROIT DIESEL INJECTION

Unit injectors have been available for many years in heavy commercial diesel engines.
These include the Cummins Pressure Time system and the Detroit Diesel system. Diesel fuel
injectors are all very similar in construction. However, with this system, the high fuel injection
pressure is developed in the injector rather than from a separate pump. For both systems, actuation
is a result of an extra lobe on the engine camshaft for each cylinder. This extra lobe actuates the
injector at the appropriate point in the engine cycle. Each cylinder has an injector that is fed by a
common fuel rail and return line.

In the Cummins Pressure Time system, the fuel pressure in the fuel lines is very high, and the
cam lobe has a low point that allows the injector needle to be lifted by the fuel pressure and enter
the cylinder at a given time, which is determined by the cam lobe on the camshaft. The amount of
fuel that is injected at any particular time is controlled by adjusting the fuel pressure in the system.

In the Detroit Diesel system, each injector is like an individual plunger pump and fuel injector
in one assembly. The injection cam on the camshaft has a high point on it and rapidly increases the
fuel pressure in the unit injector, forcing the fuel down into the nozzle, which then lifts the needle
and allows the fuel into the cylinder. The amount of fuel that is injected is controlled by a small
control rack in the unit injector, which is connected to the throttle system via a common rod that
links all the unit injectors together.

QUIET DIESEL TECHNOLOGY:

It is used in the diesel engines for improving its efficiency and execution. This technique
generally uses an innovatively designed injector along with good spray model and injector timing
controller which helps in finishing/refining the combustion position in the engine and increase
engine efficiency and execution. In this way disturbing rattling sound is stopped by fuel and
engineering application. We can have precise control over direct injection with the help of a
processor, which helps in completing the combustion process and performing up and down
operation with ease.

In modern quiet diesel engines, the fuel injection timing and delivery is pulsed. It is first
pulsed with a small , slender pilot injector which starts the combustion process, this makes less
noise, it complies with main fuel for producing engine torque completes the power stoke and also
provides an extra pulse for the burnt pollutants in the converter.

All these technique helps in achieving a smooth rpm and movement without roughness. It
produces less noise and is smoke free.

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CLEAN DIESEL TECHNOLOGY:
Clean diesel technology is a technology that purifies the diesel fuel in the diesel engine
using electronic diesel control and sends it to the engine. Resultantly the pollutants emitted by the
diesel engine are almost negligible. Diesel engines can be made environmental friendly using this
technique. It mainly includes three parts

 Equipment to clean the diesel engine

 Modern engine technique
 After exhaust

In this technique we ac reduce the amount of emission up to 50- 90%.

ELECTRONIC DIESEL CONTROL SYSTEM

Electronic Diesel Control is a diesel engine fuel injection control system for the precise
metering and delivery of fuel into the combustion chamber of modern diesel engines used in trucks
and cars.an electronic controller performs the control of fuel injection and combustion process.it has
other advantages besides reducing fuel consumption and emitter. This includes improving
responsiveness and efficiency of an engine by increasing the power and torque, reducing engine
noise and knocking and increases its capacity.

Different types of electronic diesel control systems are given below:

COMMON RAIL DIRECT INJECTION (CRDI) SYSTEM

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 In common rail system, the distributer injection pup is eliminated. Instead of distributor
pump a high pressure pump stores a reservoir of fuel at high pressure (up to 2000 bar) in a common
rail. From the common rail branches of tubes connected to the injectors each of which contains a
machine nozzle and a plunger driven by a solenoid which is operated by ECM. As a result the fuel
injected into the cylinder atomizes easily and burns cleanly reducing exhaust emissions and
increasing efficiency, CRDI is a modern variant of direct injection system of diesel engines.

In modern CRDI engines, the injectors are controlled by engine control unit (ECU) which
opens each injector electronically rather than mechanically. The time interval and timing of the fuel
injection are all controlled by microprocessor based control system. The microprocessor gets input
from various multiple sensors and based on that input it calculate the amount of diesel and the
timing when the diesel should be injected in each cylinder. Most of the CRDI engine uses
Accelerator Pedal Position sensor, crank position sensor, pressure sensor etc. These sensors and
microprocessors help to get maximum output from a diesel engine and also improve factors like
fuel economy, power etc.

HYDRAULICALLY ACTUATED ELECTRNICALLY CONTROLLED UNIT

INJECTIOR (HEUI) DIESEL INJECTION SYSTEM

Diesel fuel injection in this system is carried out by taking fuel from the fuel tank using a
tandem high and low pressure pump. The fuel pump operates the fuel at low pressure through a
combination of fuel filters. Thereafter, in inverse order it operates fuel at high pressure through fuel
galleries on the upper side of the pump. Fuel galleries are situated in the cylinder head. Injectors
used in this system are controlled by Electronic Control Unit (ECU). Injectors are hydraulically
actuated by oil from the high pressure oil pump. Solenoid powered valve is used in this system to

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control the high pressure produced due to oil flow. High pressure of oil flow can be increase the
injector pressure

ACTUATORS OR SOLENOIDS:

It receives electrical signals from the controller which are converted into mechanically controlled
condition. An actuator is used to convert electrical signals into mechanical action. These actuators
are located on the fuel pump.

 Injectors  A/C compressor

 Boost-pressure actuator  Radiator fan
 Intake-duct switch off  Electronic shutoff valve
 Throttle-valve actuator  Rail-pressure control valve
 Exhaust gas recirculation actuator  Diagnosis lamp
 Auxiliary heating

SENSORS:

A sensor is used for measuring the operating position and change. It is used for converting physical
input into electrical signals.
Various types of sensors are found in the automobile world. Some of them are listed below:

 Crankshaft position sensor  Intake air pressure sensor

 Cam shaft position sensor
 Coolant temperature sensor
 Air flow sensor
 Injection pump speed sensor
 Fuel rack position sensor
 Fuel pressure sensor
 Intake air temperature sensor
 Vehicle speed sensor
 Brake pedal sensor
 Accelerator pedal position sensor
 Clutch pedal sensor etc.

ELECTRONIC CONTROL UNIT (ECU) or ELECTRONIC CONTROL MODULE (ECM):

The ECU collects and processes signals from various on-board sensors. An ECU electronic
module contains microprocessors, memory units, analog to digital converters and output interface
units. Depending upon the parameters, a number of different maps can be stored in the on board
memory. This allows the ECU to be tailored to the specific engine and vehicle requirements,
depending on the application. The operating software of the ECU can be adapted for a wide variety
of engines and vehicles without the necessity of hardware modification. The ECU is usually located
in the cab or in certain cases, in a suitable position in the engine bay where additional
environmental conditions might require cooling of the ECU as well as a requirement for
better dust, heat and vibrations insulation .

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