FUEL INJECTION

The fuel injection system is vitally important to the efficient operation of engine.

Its purpose is to :

* Supply an accurately measured amount of fuel to each cylinder irrespective of load.

* Supply fuel at correct time at all loads with rapid opening and closing of fuel valves

* Inject fuel at controlled rate.

* Atomize and distribute fuel in cylinder.

Types of Injection :

Jerk Injection : The most common system used on modern diesel engines. The fuel
pressure is built up at a fuel pump in a few degrees of rotation of the cam operating
the plunger. Fuel is directly delivered to spring loaded injectors which are
hydraulically opened when the fuel pump has generated sufficient pressure.

Common Rail : A system in which fuel pumps deliver oil to pipe common to all
cylinders. The common pipe is called “Common Rail” and is maintained at high
pressure. The metering and timing of injection is controlled by mechanically operated
fuel valves in earlier Doxford engines and by timings valves in P & J type Doxford
engines.
BOSCH JERK PUMP :
BOSCH JERK PUMP

The pump consists of a cam operated single acting plunger of a fixed stroke. Helical
springs are fitted to return the plunger on its down stroke and to maintain contact of
follower on the cam.

A helix or scroll is machined on the plunger which is closely fitted inside a barrel.
As the plunger moves down the suction and spill ports on the barrel open and fuel
flows into the barrel. As the plunger moves upwards a pressure is created immediately
when the suction and spill ports are covered. This is the pressure at which the injector
is set to open.
Injection continues until the point the helical groove on the plunger uncovers the spill
port. The high pressure in the barrel is immediately connected to low pressure of fuel
suction. The injector will close once the pressure falls below injector opening
pressure.

The regulation of quantity of fuel is effected by groove on the plunger. The plunger is
free to rotate in the barrel and rotation is achieved by a rack and pinion arrangement.
Rack is fitted to the pump to engage with a pinion machined on the outside of the
sleeve. As the plunger rotates the position of the helix relative to the port in the barrel
will change thus controlling the amount of fuel delivered.

In some pumps a non return spring loaded discharge valve is fitted to ensure positive
seating of fuel injector needle and reducing cavitation within pump.
Timing : Adjustment of injection timing is carried out by varying the relative height
of plunger and suction/spill ports in the barrel. Lowering the plunger has the effect of
retarding the injection. Raising the plunger advances the injection.

Timing can be adjusted by moving the cam with respect to the shaft. Rotating the cam
on camshaft in its ahead direction of rotation will cause advancing while rotating
opposite with respect to ahead direction of rotation will cause retarding of injection.
Alternatively the fuel pump casing itself may be lowered or raised on its mounting to
give the corresponding effect.

Advancing will cause early injection with result of

 rise in maximum pressure.
 improvement in specific fuel consumption.
 exhaust temp will be less
 improvement in power.
 high thermal efficiency.

Retarding the cam gives late injection with

 low peak pressure.
 high exhaust temp
 low thermal efficiency
 possibility of afterburning.

A-Pump spill closes (approx.-8o)

B-Fuel injector opens (approx. -4o) Pressure approx 300 -350 bar.
C-Spill opens (approx. 12o) Max pressure approx 600 bar
D-Fuel injector closes (approx. 16o)
G- Injection period (approx. 20o)
JERK FUEL PUMP (VALVE TYPE) :
JERK FUEL PUMP (VALVE TYPE)
This type of fuel pump is used by SULZER

The valve type fuel pump employs a suction valve which regulates the
commencement of fuel injection and a spill valve which controls the end of injection.

A plain plunger reciprocates inside the barrel. As the plunger moves up and down,
two pivoted levers operate push rods which open the suction and spill valves. When
the cam follower is on the base circle of the cam, the suction valve is open and spill
valve is closed. As the plunger moves up the barrel, the suction push rod moves
downwards and suction valve closes. Injection then commences and fuel is delivered
via a non return valve to the injectors. As the plunger continues to move upwards, the
spill push rod will open the spill valve, the pressure above the plunger will fall and
injection will cease.

The quantity of fuel delivered can be controlled by altering the position of the
eccentric pivot for the spill valve operating lever. This will cause spill valve to open
earlier or later.

By altering the position of suction valve pivot, the start of the ignition can be similarly
controlled

Both eccentrics can be regulated from the engine governor thus the timing and
quantity of fuel injected may be varied. Screwed linkages to the individual eccentric
control rods allow for time adjustments of individual pumps.