Diesel Mechanics 2023 Handout 01

4/7/2023
Diesel Mechanics
AUT 3306
Introduction
• Diesel mechanics are responsible for the maintenance and repair of
diesel-powered vehicles. A diesel mechanic inspects, repairs, and
overhauls any type of diesel engine.
• Their duties include running diagnostic tests on vehicles, test driving

vehicles to gauge performance and maintaining detailed records of the
vehicles they have serviced.
• They may work on the electrical system of a vehicle as well or retrofit

engines with emission control systems to comply with pollution
regulations.
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Introduction
Internal Combustion Engine
• Function - Converts potential chemical
energy in fuel into heat energy then to
mechanical energy to perform useful work.
Chemical
Heat
Mechanical
Introduction
Requirements for I.C. Engine Operation
• All Internal Combustion Engines must carry out the
following events:
• Air-fuel mixture/air must be brought into the combustion
chamber.
• Mixture/air must be compressed.
• Atomized fuel must be injected (CIE)
• Mixture must be ignited by the spark or heat of compression.
• Burning mixture must expand into increasing combustion
chamber volume.
• Exhaust gasses must be removed.
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Introduction
• As early as 1863, the Frenchman had test-driven a vehicle
which was powered by a gas engine which he had developed.
• 1878 ’s four-stroke engine with magneto ignition that
operation with liquid fuel and thereby mobile application were made possible.
• 1879, German inventor produced a two-stroke gas engine, for which
he received a patent in 1880 in Germany.
• 1893 develop an engine with comparatively much higher
efficiency and to pursue his idea through to readiness for series production.
Introduction
The diesel engine is a type of internal combustion engine (more specifically CIE) in
which the fuel is ignited by being suddenly exposed to the high temperature and
pressure of a compressed gas containing oxygen (usually atmospheric air), rather
than a separate source of ignition energy (such as a spark plug), as this is the case
in the petrol engine.
• This is known as the diesel cycle, after German engineer Rudolf Diesel, who
invented it in 1892 and received the patent on February 23, 1893.
üInitial CI engines were large and slow. Heavy distillate petroleum was forced into
the cylinder using compressed air.
üRobert Bosch began producing injection systems in 1927.
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Introduction Diesel Engines -Advantages

• The main advantage of diesel engines over gasoline engines is their good
fuel efficiency.
• Diesel powered automobiles average about 25% more miles per gallon than
gasoline powered automobiles.
• Diesel engines, however, must be made larger, stronger, and heavier than
gasoline engines. The added weight needed for strength.
• They must withstand combustion pressures two to three times higher than
those produced in gasoline engines.
Diesel Engines - Applications
q High-Speed (approximately 1200 rpm and greater) engines are used to

power lorries (trucks), buses, tractors, cars, yachts, compressors, pumps
and small generators.
q Large electrical generators are driven by medium speed engines, (approx.

300 to 1200 rpm) optimized to run at a set speed and provide a rapid
response to load changes.
q The largest diesel engines are used to power ships. These engines have
power outputs over 80,000 kW, turn at about 60 to 100 rpm, and are up to
15 m tall. They often run on cheap low-grade fuel, which require extra
heat treatment in the ship for tanking and before injection.
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Areas of use for diesel engines

• No other internal-combustion engine is as widely used as the diesel
engine. This is due primarily to its high degree of efficiency and the
resulting fuel economy.
• The chief areas of use for diesel engines are

• Fixed-installation engines
• Cars and light commercial vehicles
• Construction and agricultural machinery
• Railway locomotives and
• Ships
Suitability criteria
• The following features and characteristics are significant
for diesel-engine applications (examples):
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Types of Diesel Engines
• T he r e ar e t wo basi c ty pe s of d i es e l
engines in use today:
• Four-stroke cycle
• Two-stroke cycle
• These engines differ in the number of

piston strokes required to produce a
power stroke.
• Their methods of intake and exhaust are

also different.
Four-stroke cycle
On a four-stroke diesel engine, inlet and exhaust valves control the intake of
air and expulsion of burned gases after combustion. They open and close the
cylinder’s inlet and exhaust ports. Each inlet and exhaust port may have one
or two valves.
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Four stroke diesel engine cycle
Induction stroke
(Intake stroke)
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Compression stroke
Power stroke
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Exhaust stroke
Sammary diesel 4-stroke
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Two-stroke diesel engine

• In the operation of a two-stroke petrol engine, crankcase compression is
relied upon to charge the cylinder with a mixture of air and fuel, but in the
CI eng ine th e fuel is injected into the cylinder at the end of the
compression stroke.
• Furthermore, it is possible to employ a blower supercharger to force air into
the cylinder at a pressure slightly greater than atmospheric pressure.
• This provides more positive charging of the cylinder and also assists in
expelling the burnt exhaust gases.

Cycle of operation
• The cylinder is surrounded by an air chest
or box, which is kept charged with air
under pressure by an engine-driven blower.
• Ports lead air from the air chest into the

cylinder.
• Movements of the piston control
the flow of air from the chest into
the cylinder.
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• And also Poppet type exhaust valves are

located in the cylinder head. They are
operated by conventional cams, push
rods, rocker arms, etc., and are closed
by springs.
• As the ports are uncovered by the
piston:
Øthe incoming air fills the cylinder,
and
Øassists in disposing of the gases
past the open exhaust valves at the
top of the cylinder.
a. Upward stroke
Only air is allowed to pass into

the cylinder while the inlet ports
are uncovered, at the same time
the exhaust valves are open.
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•This combination removes exhaust gas and fills the cylinder
with a fresh charge of air.
•As the piston advances up the cylinder:
Øthe inlet ports are covered,
Øthe exhaust valves are closed and
Øthe air is compressed into the lesser volume of the
combustion chamber where the air temperature increases to
a point where self-ignition of fuel will occur.

• Just before the piston reaches the top of
its stroke, fuel is injected into the cylinder
and combustion occurs.
• The heat developed from the compression
of air in the cylinder ignites the fuel and
the expanding gases force the piston
downward on its effective power stroke.
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b. Downward stroke
Before the piston reaches the end of its downward or
power stroke, the exhaust valves open, allowing the
burnt exhaust gases to escape.
Shortly afterwards the piston uncovers the air inlet
ports, allowing the pressurized air in the air chest to
remove the remaining exhaust gases and charge the
cylinder enabling the whole cycle to start all over again.
Summary of Two-stroke diesel engine
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Assgnment
• Six stroke Engine
ü Meaning
ü Design and construction
ü Types
ü Strokes
ü Advantage
ü Disadvantage
ü Operation
Engine Structure
• The diesel engine looks much like the gasoline engine.
• The operations of the mechanical systems are almost similar in both
engines.
• The piston and crankshaft assembly, the valve assembly, the lubrication
system, and the cooling system operate in the same way.
• However, diesel systems are built stronger to withstand higher
combustion pressures.
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Main parts
• structural parts (stationary parts)
• running parts
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ü Supply of air and Turbo-charging- Intake system

ü Removal of exhaust- Exhaust system
• Supply and injection of fuel – Fuel Injection system
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• To minimize friction - Lubrication system
• To maintain the operating temperature -Cooling system
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Air intake heater or pre-heating (for cold starting) – electrical system
IC Engines Distinctions
• The two major differences between gasoline and diesel engines are the
way that fuel is supplied to the cylinders and the way the fuel is ignited.
üThe diesel engine does not need an ignition system.
üA special fuel system supplies fuel to the cylinder.
üDiesel fuel systems are very different from gasoline fuel systems.
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DIESEL vs. PETROL

Diesel Petrol
Admission Air Air and fuel
Auto ignition, due to the high

Combustion pressure and temperature inside
the cylinder
Must vaporize easily and auto-

Fuel ignite (high cetane number)
Compression
Highest possible (15 to 24)
ratio
Efficiency >35%
Whenever possible. Increases
Turbo-charging efficiency and improves
combustion
DIESEL vs PETROL
Description SI Engine CI Engine

Basic cycle Otto cycle or constant volume Diesel cycle or constant pressure
heat addition cycle heat addition cycle.
Fuel Gasoline, a highly volatile fuel. Diesel oil, a non-volatile fuel. Self-
Self-ignition temperature is ignition temperature is comparatively
high. low.
Introduction A gaseous mixture of fuel and air Fuel is injected directly into the
of fuel is introduced during the suction combustion chamber at high pressure
stroke. A carburetor is at the end of the compression
necessary to provide the stroke. A fuel pump and injector are
mixture. necessary.
Load Throttle controls the quantity of The quantity of fuel is regulated in
control mixture introduced. the pump. Air quantity is not
controlled.
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DIESEL vs PETROL
Description SI Engine CI Engine
Ignition Requires an ignition system with spark Self-ignition occurs due to high
plug in the combustion chamber. Primary temperature of air because of the high
voltage is provided by a battery or a compression. Ignition system and spark
magneto. plug are not necessary.
Compression 6 to 10. Upper limit is fixed by 16 to 20. Upper limit is limited by weight
ratio antiknock quality of the fuel. increase of the engine.
Speed Due to light weight and also due to Due to heavy weight and also due to
homogeneous combustion, they are high heterogeneous combustion, they are low
speed engines speed engines
Thermal Because of the lower CR, the maximum Because of higher CR, the maximum
efficiency value of thermal efficiency that can be value of thermal efficiency that can be
obtained is lower. obtained is higher.
Weight Lighter due to lower peak pressures. Heavier due to higher peak pressures.
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Diesel Engine Efficiency
Special features of diesel engine
The effect of compression ratio on engineMfM/ATTC/ATD/IZ

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ASSIGNMENT
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Diesel Engine Combustion Chamber Design

• Combustion chamber is the space enclosed by the cylinder, the cylinder
head and the piston crown. Its size changes continually during a stroke.
• The combustion chamber is at its largest when the piston is at BDC and
at its smallest when the piston is at TDC. The compression space, Vc is
the smallest combustion chamber. The size of the combustion chamber
depends on the desired compression ratio.
• The shape of the combustion chamber is one of the decisive factors in
determining the quality of combustion and therefore the performance
and exhaust characteristics of a diesel engine.

The geometrical shape of the compression space has a significant

bearing on the engine’s operating performance. (or the shape of
combustion chamber affects):
ü mixture swirl – degree of mixture turbulence
ü combustion process – flame propagation
ü fuel consumption
ü pollutant emissions
ü knock resistance
ü torque or power output (efficiency)
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Compression space
The compression space is determined by:
~ compression ratio- the size of the combustion chamber determines the desired
compression ratio
~ surface-to-volume ratio
~ position of the fuel injector or spark plug
~ valve arrangement
Ø Wall heat loses increase when the surface is large
ØThe length of combustion distances differs depending on the position of
the injector or spark plug. When the combustion distances are as short
as possible, i.e. with injector/ spark plug the engine would achieve its
best efficiency.
Combustion Chamber Design Types

The combustion chamber is designed
ü as compact as possible
ü with a low surface area to ensure that a minimum amount of heat
is lost
Four basic combustion chamber shapes are used in most automotive

engines:
l Pancake
l Wedge
l Hemispherical (hemi)
l Pent-roof
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Pancake
l Chamber forms a flat pocket over the piston head

l Valve heads are almost parallel to the top of the
piston (Piston head).
Wedge
l The valves are placed side-by-side
l The spark plug/injector is located next to the valves
l When the piston reaches TDC, the squish area (zone) formed on the thin
side of the chamber squirts the air-fuel mixture out into the main part of the
chamber this improves air-fuel mixing at low engine speeds.
lThe squish zone brings the desired turbulence (fuel and air mixes
thoroughly and burn rapidly).
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Hemispherical (Hemi)
lShaped like a dome

lThe valves are canted on each side of the combustion chamber
lThe spark plug|injector is located near the center of the chamber, producing a very
short flame path for combustion.
lThe surface area is very small, reducing heat loss
lThe ideal shape for a compression space would be hemispherical because then the
combustion distances are the shortest and the surfaces is the smallest.
Pent Roof/House
l Similar to a hemispherical chamber design
l Has flat, angled surfaces rather than a domed surface
lPermits a larger intake valve to be installed, for improving cylinder filling

( Improves volumetric efficiency and reduces emissions)
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Pent Roof Combustion Chamber
• Uses two exhaust valves and two intake

valves to increase flow of air-fuel mixture.
Combustion Chamber Design Type – Bowl-in-

Piston (provides swirling effect)
Swirl
Causes the air-fuel mixture to swirl as it enters the

chamber, improving combustion
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• Undivided combustion chamber (Direct Injection (DI)
engines) and
• Divided combustion chamber (Indirect Injection (IDI)
engines)
• Direct-injection engines have a higher level of efficiency and operate more
economically than indirect-injection engines. Accordingly, they are used in
all types of commercial vehicles and most modern diesel cars.
• Direct-injection process involves injecting the fuel directly into the
combustion chamber, part of which is formed by the shape of the piston
crown. Fuel atomization, heating, vaporization and mixing with the air must
therefore take place in rapid succession.
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Besides creating effective air turbulence, the
technology must also ensure that fuel is delivered in
such a way that it is evenly distributed throughout the
combustion chamber to achieve rapid mixing. A multi
hole nozzle is used in the direct-injection process and
its nozzle-jet position is optimized as a factor of
combustion-chamber design. Direct fuel injection
requires very high injection pressures (up to 2,200 bar).

§ Direct injection This term refers to all designs with a

single unified combustion chamber.
§ A single combustion space is formed in the piston head
§ Very simple in design shape
§ Types
ü Low swirl or static-charge spray injection combustion
ü Swirl-assisted multiple-orifice nozzle combustion
ü M-system
In M-System engines, the fuel is injected onto the walls of the combustion chamber
that is solely located inside the piston, and shaped like a sphere.
The letter M is an abbreviation for the German word Mittenkugelverfahren meaning
centre sphere combustion process.
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• For a long time diesel engines with divided combustion chambers (indirect-
injection engines) held an advantage over direct- injection engines in terms
of noise and exhaust-gas emissions. That was the reason why they were
used in cars and light commercial vehicles.
• Now direct-injection engines are more economical than IDI engines, with
comparable noise emissions as a result of their high injection pressures,
electronic diesel control, and pre-injection.
• As a result, indirect-injection engines are no longer used in new vehicles.

Indirect-Injection Engine (IDI):

• In this design, the fuel is injected into a small pre-
chamber connected to the main cylinder chamber.
• The combination of rapidly swirling air in the
prechamber and the jet-like expansion of
combustion gases from the prechamber into the
cylinder enhances the mixing and combustion of the
fuel and air.
• Starting is aided by a high compression ratio (24-
27) and a glow plug mounted in the pre-chamber.
• This design has the advantage of less noise and
faster combustion, but typically suffers from
poorer fuel economy.
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There are two types of processes with divided combustion

chamber:
ü Swirl-chamber system
ü Pre-chamber system
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Performance Comparison of Combustion Chambers

• Diesel engines using open type combustion chambers have good
performance. Their relative heat transfer surface is small and they
can be easily started with moderate ratios. The power output of these
engines can be increased by the method of supercharging without
increasing the tendency of rough running.
• The drawbacks of this type of combustion chamber are that the
injection pressure should be very high and multiple orifice nozzles
should be used. Also the comparative value of excess air to be used
must be high.
• It is difficult to burn low cetane number fuels in this type combustion
chamber.
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Cont’d Performance Comparison of

Combustion Chambers
• Divided combustion chamber can operate satisfactorily with
comparatively lower injection pressure than those of open combustion
chambers because of the intensive air motion produce due to their
particular shape. The rate of pressure rise and the maximum pressure in
the cycle is less. Therefore, the engines operate smoothly at variable
loads and the load on crank gear parts are comparatively less.
• It can use various fuels (low cetane number fuel can also be used)
because the ignition lag of the fuel is greatly reduced.
• Additional friction loss and heat loss due to the flow of gasses at high
velocity through the duct result in lower efficiency of these engines.
Heat loss is further, increased due to comparatively higher heat transfer
area.
Cont’d Performance Comparison of

Combustion Chambers
• Cold starting of divided chamber engines is difficult but the
difficulty can be overcome by the use of higher compression ratio
and pre-heating system. It is not advisable to increase the output of
these types of engines by supercharging since the heat loss and
mechanical loss increase in magnitude with increase in air density.
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Cold start assist methods
In very cold weather, diesel fuel thickens and increases in viscosity and
forms wax crystals or a gel. This can make it difficult for the fuel
injector to get fuel into the cylinder in an effective manner, making cold
weather starts difficult at times, though recent advances in diesel fuel
technology have made these difficulties rare.
Cold start assist methods

1. Electrically heat the fuel filter and fuel lines
Diesel fuel heaters help prevent power loss and stalling in cold
weather.
• The heater is placed in the fuel line between the tank and the
primary filter.
• Some coolant heaters are thermostatically controlled, which allows
f ue l to b y p as s th e h e a t e r o n c e i t h as r e a c h e d o p e r a ti n g
temperature.
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2. Air intake heater system

• The air intake heater heats air before it enters the engine in to encourage
starting with cool or cold air. The intake manifold air heater element assembly
is located near the top of the intake manifold. Air heater elements are used
to heat incoming air into the intake manifold.
• A resistive grid electrical heaters in the intake

manifold to warm the inlet air until the engine
reaches operating temperature.
FIGURE A wire wound electrical heater is

used to warm the intake air on some diesel
engines specially for cold starting.
3. Pre-heating system
Other engines utilize small electric heaters called glow plug
inside the cylinder to warm the cylinders prior to starting.
A glow plug is a heating element that uses 12 volts

from the battery and aids in the starting of a cold
engine. This electrical element transforms electrical
energy in to heat/thermal energy.
The purpose of glow plug:
ØTo heat the air in the auxiliary chamber
ØTo stimulate combustion by igniting particles of fuel
on the hot glow plug wires/ pencils
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Glow Plugs
• Assist with heating the combustion
chamber
• 1,500 degrees Fahrenheit
• May continue to operate after the
engine has started
• High electrical load
Glow pluG
Glow plugs are used to raise the temperature in the combustion
chambers to enable the engine to be started in low temperatures.
The glow plugs can also be used during cold running to reduce
harmful exhaust emissions, blue smoke and knocking.
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Pre-heating system consists of:-
Reference Books:
üAutomotive Handbook (Bosch) and
üDiesel engine management
Diesel engine combustion process
• The combustion process and its adjustment play a key role in the diesel
engine when it comes to achievable performance, fuel consumption and
emissions.
• Engine performance is limited by the black-smoke emission value
(maximum permitted exhaust-gas opacity at full load) and the maximum
permitted exhaust-gas temperature.
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The following factors have a decisive influence on the combustion

phases:
• Pressure and temperature states within the combustion chamber
• Mass, composition, and movement of the charge
• Injection pressure process
These parameters are adjustable firstly by engine-specific parameters,

and secondly by variable operating parameters.
The following fixed, engine-specific parameters are important

for a given cylinder displacement:
• Compression ratio
• Stroke/bore ratio
• Shape of piston recess
• Intake port geometry
• Intake and exhaust valve timing
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Influencing variables in combustion process
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Diesel knock
• Diesel knock is the clanking, rattling sound emitted from a running diesel
engine. This noise is caused by
. This is much the
same as a gasoline engine suffering from pre-ignition or spark knocking.
• diesel knock occurs when injected fuel auto-ignites and combusts in the
premixed stage of combustion.
Cylinder-charge control systems

• In diesel engines, both the fuel mass injected and the air mass with
which it is mixed are decisive factors in determining torque output
and, therefore, engine performance, and exhaust-gas composition.
• Cylinder-charge control systems clean the intake air and affect the
flow, density, and composition (e.g. oxygen content) of the cylinder
charge.
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Air-intake systems have the function of conditioning the intake
air and ensuring that the cylinders are properly charged.
Cylinder charge control systems are made up ofbasically the
following components:
• Air filter
• Turbocharger/supercharger
• Exhaust-gas recirculation system
• Swirl flaps
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• Suppose the engine is running with the throttle valve partly open. The amount of
air that enters the intake manifold depends on the pressure differential. This is
the difference in pressure on the air above and below the throttle valve.
• The air above the throttle valve is at atmospheric pressure. This is 14.7 psi [101.3
kPa]. The air below the partially-closed throttle valve is at less than atmospheric
pressure.
• A pressure less than atmospheric is a negative pressure. It is commonly called a
vacuum
Air cleaner
• Air enters the engine through the air
intake or air induction system.
• Induction means " ." As much
as 100,000 cubic feet [2832m3] of air
pass through the engine every 1000
miles [1609 km].
• The grit and dust particles in this air
must be removed before it enters the
engine.
• If not, engine wear and damage can
result.
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The intake air passes through the air cleaner

before entering the engine. The air cleaner
has a ring or panel of filter paper or other
material. This traps dust and dirt as the air
passes through.
üIt mounts elsewhere and connects by a hose

or tube to the carburetor or throttle body.
The air cleaner also muffles induction noise. This noise is caused by the intake air as
the intake valves open and close. Some air cleaners have a tuning venturi inside the
housing to reduce induction noise. Others connect to a resonator. This is a tube or
chamber that generates sound waves which cancel out the noise. The system is called
a tuned induction system. The air cleaner also acts as a flame arrestor if the engine
backfires through the air intake systems. The flame could erupt into the engine
compartment and cause a fire without the air cleaner in place. Some high-performance
cars have used a ram air cleaner. A vacuum motor opens the ram-air valve under
open-throttle or heavy-load conditions. This scoops additional air into the air cleaner
for improved engine performance.

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There are two basic types of intake air cleaner/filters: Oil bath type
and Dry-type
To service either a l ight or heavy-duty oil bath air cleaner, check the
specific procedures given in the engine service manual.
The following are the major service recommendations:
Keep the oil cup filled to the proper level with the correct weight of
oil.
Replace the oil when it gets dirty or thickens, reducing its ability to
remove dirt particles from the air.
Keep the filter element clean. Depending on the diesel application, the
element may require cleaning as often as three times a day.
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ü Dry Air Fi lters
Single stage dry air cleaner Two stage dry air cleaner
Symptoms of air filter restrictions
• Hard starting
• Black exhaust smoke
• Loss of power
• Failure to reach governed speed
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Diesel Exhaust System
An exhaust system is required to perform the following:
• assist cylinder scavenging
• minimize engine noise.
• minimize emissions
• route heat, noise, and end gases safely to the
atmosphere
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Exhaust Manifold
oThe exhaust manifold collects engine exhaust gases from the cylinder
ports and carries them to an exhaust pipe.
oThe exhaust manifold collects cylinder end gases and delivers them to the
turbocharger.
• The exhaust manifold is usually manufactured in single or multiple sections
of cast iron.
• Most diesel engine exhaust manifolds are ‘‘tuned.’’ A tuned exhaust
manifold is one that has been designed to efficiently route exhaust gas to
the turbocharger without creating flow resistance.
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A typical aftertreatment canister may incorporate:

ümuffler or engine silencer
üdiesel particulate filter (DPF)
üoxidation catalytic converter
üreduction catalytic converter
üclean air induction piping (routes ‘‘dead’’ gas back to intake)
üselective catalytic reduction (aqueous urea injection)
üdiffuser (redirects DPF heat away from trailer/reefer, etc.)
Direct___Indirect_In
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Exhaust Gas Recirculation
Exhaust gas recirculation (EGR) is an emission control technology

allowing significant NOx emission reductions from most types of diesel
engines: from light-duty engines through medium- and heavy-duty
engine applications right up to low-speed, two-stroke marine engines.
While the application of EGR for NOx reduction is the most common
reason for applying EGR to modern commercial diesel engines, its
potential application extents to other purposes as well. Some of these
include: imparting knock resistance and reducing the need for high load
fuel enrichment in SI engines, aiding vaporization of liquid fuels in SI
engines, as an enabler for closed cycle diesel engines, for improving
the ignition quality of difficult-to-ignite fuels in diesel engines or for
improving the performance of SCR catalysts
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Exhaust-Gas Recirculation (EGR) is a
.
EGR has 2 variations;
• Internal EGR, which is determined by valve timing and residual gas.
• External EGR, which is routed to the combustion chamber through
additional lines and a control valve.
The NOx-reducing effect is mainly due to the following causes:
• Reduction in exhaust-gas mass flow.
• Drop in the rate of combustion, and thus local peak temperatures due to
an increase in the inert-gas component in the combustion chamber.
• Reduction in partial oxygen pressure or local excess-air factor.

OPERATION
• NOx are produced during the combustion process when the
engine is burning lean mix./low portion of fuel and most
modern diesel engines run lean.
• EGR systems take a portion of the exhaust gas and reroute it

back into the air intake system.
• Exhaust gases are piped from the exhaust manifold to the inlet
manifold through a vacuum or electrically operated valve.
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Vacuum operated valve

Electrically operated valve

• The exhaust gas is made up of mostly carbon dioxide and water
vapor. This recirculated gas takes up space in the combustion
chamber,
.
• The addition of exhaust gas to a fresh air & fuel/charge lowers

the combustion temperature and reduces the formation of NOx.
• EGR operates during normal engine temperature and high vacuum

conditions.
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Fig.
1. Engine 2. Intake manifold 3. Intercooler
4. Turbocharger 5. Air-mass meter 6. Oxidation-type catalytic converter
7. Throttle 8. EGR valve 9. EGR cooler
Disadvantages to using an EGR system

üUsing exhaust gas in the combustion process reduces engine
power and fuel economy.
However, today's electronically managed engines help minimize

these losses.
üThe reintroduced exhaust gas also contains carbon particles

produced during the combustion process that can pass the
piston rings, causing wear on the cylinder walls and creating
acids in the engine oil.
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Components of an EGR System
• A butterfly valve controls the amount of exhaust gas flow in the EGR
system.
• Piping routes the gas from the butterfly valve to the EGR cooler. From the
EGR cooler the gas is fed to the EGR mixing valve, which is used to
combine the exhaust gas with charged, cooled intake air.
• The mixing valve is controlled by the ECM which receives signals from
various engine sensors.
• These sensor signals include barometric pressure, ambient air temperature,

coolant and oil temperature and mass air flow.
Cooled exhaust gas recirculation (block diagram)
Fig.
1. Air filter
2. Turbocharger (compressor)
3. Turbocharger (turbine)
4. EGR cooler
5. Bypass duct
6. Bypass flap (vacuum-controlled
in this case)
7. EGR valve
8. Charge air cooler
Exhaust gas
4/7/2023 MfM/ATTC/ATD/IZ recirculation (EGR) made easy.mp4
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Diesel Particulate Filter

§ To meet current emission standards, engine
manufacturers use a diesel particulate filter (DPF)
to reduce soot or particulate matter (PM).
• Particulate matter is produced by incomplete combustion
of the fuel.
; it has a steel outer

housing and a honeycomb interior, typically
composed of
.
Diesel Particulate Filter working Animation
51
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Diesel Particulate Filter
• Exhaust gas passes through the

honeycomb where it is forced through
the ceramic walls, while soot is trapped
on the walls.
• A DPF usually removes 85% to 1 00% of
exhaust particulates.
Diesel Oxidation Catalyst
• Diesel Oxidation Catalysts (DOC) are catalytic converters designed

specifically for diesel engines and equipment to reduce harmful gases
into harmless gases.
• Modern catalytic converters consist of a monolith honeycomb substrate

coated with platinum group metal catalyst, packaged in a stainless steel
container.
• Diesel Oxidation Catalysts are simple, inexpensive, maintenance-free

and suitable for all types and applications of diesel engines.
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The diesel oxidation catalyst is
designed to oxidize carbon monoxide,
gas phase hydrocarbons, and the
SOF fraction of diesel particulate
matter to CO2 and H2O:
Soluble Organic Fraction:The fraction of MfM/ATTC/ATD/IZ

4/7/2023 particle mass soluble in organic solvents.
Selective Catalytic Reduction

• Selective catalytic reduction (SCR) is another exhaust after treatment
device. An SCR is designed to remove NOx from exhaust gasses. An SCR is
used to separate the nitrogen from the oxygen, both harmless gasses, before
the exhaust gas is discharged.
• Urea, or crystallized nitrogen in a water solution, is used as a catalyst in this

operation. Urea is also known as DEF (diesel exhust fluid), and comes in a 32%
urea-to-water solution. It is stored in a separate tank.
• The DEF is injected into the input side of the SCR. The amount of fluid
injected is normally control led by the engine ECM and will depend on the
operating conditions.
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• If too much DEF is used, there will be ammonia in the exhaust, if
too little is used, there will be NOx in the exhaust. DEF injection
is usually done with a dosing control unit and pump. Because the
DEF is water based, it can freeze.
CO2
54
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Selective catalytic reduction

system
Diesel exhaust after treatment
55
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Mufflers
The muffler is the primary component responsible for minimizing the harsh
sound waves created as combustion gases are forced out of the cylinders
through the exhaust ports.
Dispersive mufflers, or straight-

Reactive mufflers, or reverse-flow
through mufflers
mufflers
Two main silencing strategies used in mufflers

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exhaust system layouts
Common exhaust system

layouts used in mobile diesel
engine installations.
A-Vertical.
B-Horizontal.
C-Combination.
A-Vertical
• On some mobile vehicles, there is an additional muffler, known as a
resonator or silencer, to further reduce the exhaust decibel level.
B. Horizontal
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C-Combination
Normally aspiration
In most engines, atmospheric pressure is the only force that

pushes air into the intake manifold. These engines are
naturally aspirated or normally aspirated. The air they
"breathe" is at normal atmospheric pressure. The amount of
fuel that can be burned in the cylinders is limited by the
amount of air that the atmospheric pressure pushes in.
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FORCED INDUCTION
• An engine can produce more power at the same speed if more air-fuel
mixture is forced into the cylinders. More air-fuel mixture means
higher pressures during the power strokes and higher power output.
• Forcing additional air fuel mixture into the cylinders is called forced
induction.
• An engine with forced induction may produce 35 to 60 percent more

power than a naturally-aspirated engine.
• Forced induction may be provided by a supercharger or by a

turbocharger.
Supercharger
The supercharger is mechanically driven by a belt
or chain from the engine crankshaft.
• A supercharger is an air compressor that
increases the pressure of air supplied to an
internal combustion engine.
• This aids in higher power output as the engine
gets more oxygen in each of its intake cycles and
helps it to burn more fuel.
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Parts of supercharger
A Housing
B Inlet
C Rotors
D Outlet
E Drive pulley
F Gears
Superchargers Working Animation
60
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Types of supercharger
Reading assignment on:

-Types of supercharger
-Supercharger lag
-Advantages
-Disadvantages
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Turbocharger
• The turbocharger is driven by the
engine exhaust gas. It forces an
additional amount of air or air-fuel
mixture into the engine. This
increases combustion pressure and
engine power.
Operation of turbocharger
A turbocharger is made up of two halves
joined together by a shaft.
• On one side, hot exhaust gasses spin the
turbine that is connected to another
turbine which sucks air in and
compresses it into the engine.
• This compression is what gives the
engine the extra power and efficiency
because as more air can go in the
combustion chamber, more fuel can be
added for more power.
4/7/2023 How to work turbocharger_...... in internal combustion engine_.mp4
MfM/ATTC/ATD/IZ
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Turbocharger Operation Animation
Components of turbocharger
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A distinction is made between supercharger and turbocharger:
• On the exhaust gas turbocharger compression power is won
from the exhaust gas (flow of exhaust gas between engine
and turbocharger.)
• On the supercharger, compression power is tapped from the
engine crankshaft (mechanical coupling between engine and
supercharger).
• Engines need to be able to generate high torque even at low speeds.

For that reason, turbochargers are designed for low exhaust gas
mass flow rates (e.g. full load at an engine speed of n ≤1,800 rpm).
• To prevent the turbocharger from overloading the engine at

higher exhaust-gas mass flow rates, or being damaged itself, the
turbocharger pressure has to be controlled.
There are three turbo charger designs which can achieve this:
• The wastegate turbocharger
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Wastegate turbocharger
• At higher engine speeds or loads, part of the exhaust flow is
diverted past the turbine by a bypass valve – the “wastegate”.
• This reduces the exhaust-gas flow passing through the turbine

and lowers the exhaust-gas back pressure, thereby preventing
excessive turbo-charger speed.
• At low engine speeds or loads, the wastegate closes and the

entire exhaust flow passes through and drives the turbine.
Fig.
1. Charge-pressure actuator
2. Vacuum pump
3. Pressure actuator
4. Turbocharger
5. Wastegate (bypass valve)
6. Exhaust flow
7. Intake air flow
8. Turbine
9. Centrifugal compressor
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Operation of the
turbocharger
wastegate Animation
LOW Pressure
operation
HIGH pressure
Operation
Operation of the turbocharger wastegate Animation
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Operation of the turbocharger wastegate, which limits boost

pressure pneumatically
Turbocharged engine with a computer-controlled wastegate.
Source;
Turbochargers and
superchargers on Diesel engine
management systems and
ccomponents Page 47-56
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Turbocharger with Variable Turbine Geometry- VTG
•Parts
Figure: A variable vane turbocharger allows the boost to be controlled

without
4/7/2023 the need of a wastegate.
MfM/ATTC/ATD/IZ
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Boost Pressure Control with Variable Turbine Geometry (VTG)

• Boost pressure is regulated by variable guide vanes.
• Operating Principle:
üEngine speed low (fig. a)
- narrow inlet cross-section and large lever arm
- constriction increases the speed of exhaust
gas flow Fig; Variable turbine geometry of VTG
turbocharger
- the exhaust gas flow acts on the outer Deflector blade setting for high
area of the turbine vanes. The turbine speed turbocharger pressure
and thereby the boost pressure increase. 1 Turbine
2 Adjusting ring
- Therefore, a high boost pressure is 3 Deflector blade
desired in order to have a high torque 4 Adjusting lever
available even at low speed. 5 Pneumatic actuator
6 Exhaust flow
üEngine speed high (fig b)

The guide vanes release a large cross-section in Diesel Variable
Geometry Turbo Introduction_.mp4
order to be able to accommodate the large (56) turbo de geometria variable 2 - YouTube.mkv
exhaust gas quantity at high speeds. In this, way

the necessary boost pressure is reached but not
exceeded. The exhaust gas flow acts on the
middle area of the turbine vanes.
There is no need for a bypass because the
optimal boost pressure can be set for each
operating state by adjusting the guide vanes.
Further reading on: Deflector blade setting for

Variable-sleeve-turbine (VST) turbocharger low turbocharger pressure
• Meaning
• Components and
4/7/2023 • method of operation
MfM/ATTC/ATD/IZ
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Types of Turbochargers
Single-Turbocharger
Single turbo kits are the more popular

setup for some simple reasons.
The first reason is cost and the second
one is space.
Twin-Turbocharger
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Types of Twin-Turbo
Parallel Sequential
READING ASSIGNMENT ON:

• Types of turbocharger
• Turbo lag
• Advantage of turbocharger
• Disadvantage of turbocharger
CHARGE AIR COOLER

Air gets when it is compressed. This causes the air to expand and
become less dense. Heated air contains less oxygen to support combustion.
• To cool the air and increase its density, most turbocharged and
supercharged engines have a charge-air cooler . This is a radiator-like heat
exchanger that cools the air after it has been pressurized.
• Then air enters the engine cool and can take higher compression without
detonation.
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Coolant Charge Coolers/Water to Air Intercooler
Coolant Charge Coolers

• Engine coolant flows through the cooler's core tubes.
• As the hot compressed air from the turbocharger passes around
the coolant tubes, it is cooled since the coolant temperature is
lower than the air temperature.
• Air flows through the cooler to the cylinders in the opposite
direction of coolant flow. In some coolers, the coolant can
actually pass through the core several times.
• This design usually provides better charge air cooling for
improved combustion. Additional cooling fins can also be used to
improve cooler efficiency.
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An air-to-air Charge Coolers
An air-to-air Charge Coolers

• An air-to-air CAC is attached to the front of the radiator.
This type of cooler is similar to a radiator. Outside air that
passes through the cooler core cools the engine's intake air
charge.
• The air charge leaving the turbocharger is approximately
275-375°F (129-190°C). Some CAC systems can reduce this
temperature to about 110°F (43°C) before the air charge
enters the intake manifold.
• Air-to-air CACs are more popular than coolant-type CACs in
modern mobile diesels.
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The lower temperature of the air entering the cylinder also reduces the
temperatures generated during the compression stroke.
This has a number of advantages:
• Greater thermal efficiency and, therefore, lower fuel consumption and
soot emission from diesel engines
• Reduced knock tendency in gasoline engines
• Lower thermal stresses on the cylinder block/head
• Slight reduction in NOx emissions as a result of the lower combustion
temperature
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Diesel Fuel & Fuel Injection System
• Diesel fuels are the product of graduated distillation of crude
oil. They contain a whole range of individual hydrocarbons with
boiling points ranging from roughly 180°C to 370°C.
• Diesel fuel ignites on average at approximately 350°C (lower
limit 220°C), which is very early in comparison with gasoline (on
average 500°C).
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High-quality diesel fuels are characterized by the following

features:
• High cetane number
• Relatively low final boiling point
• Narrow density and viscosity spread
• Low aromatic compounds (particularly polyaromatic compounds)
content
• Low sulfur content
üIn addition, the following characteristics are particularly important for
the service life and constant function of fuel-injection systems:
üGood lubricity
üAbsence of free water
üLimited pollution with particulate
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Diesel fuel grades

Diesel is commercially available in many grades, but the differences between each grade do not affect
the uses of the fuel.
#1 diesel fuel
#1 grade products have less energy components and are more expensive than it’s counterpart, #2 grade
diesel fuel.
#2 diesel fuel
is the most readily available at most gas stations throughout the world. This chemical compound holds the
highest amount of energy components and lubricant properties in one mixture and offers the best fuel
performance available on the market today. Most scientists agree that #2 grade diesel fuel will protect
injection pumps, seals, and other important engine parts.
Winterized diesel fuel

Winterized diesel fuel is a combination of #1 and #2 fuels that, when blended together, holds a higher
concentration of #1 grade diesel fuel. These fuels are used during the months when it becomes too cold
to use #2 grade.
Diesel Fuel and Cold Weather

• Diesel fuel is a hydrocarbon made
up of paraffi n (wax). The wax
stays liquid as long as the outside
air temperature stays warm.
• Diesel fuel has peculiarities

related to low outside air
temperatures including hard
starting and gelled fuel.
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Diesel Fuel Properties

Cetane
• Cetane is a compound in the calibrating fuel used to test diesel oils. The
numerical value of the cetane no. indicates the ignitabitlity of fuel by the
ratio of the mixture of reference fuels (cetane, C 16 H 34 ) and (alpha-
methyl naphthalene, C11H10). Cetane’s ignitability is assigned the cetane
no.100 and alpha-methyl naphthalene, with poorer ignitability, is assigned
the no. 0.
• For example the diesel fuel of ignitability, which is assigned the cetane
no. 45, is consists of 45% cetane and 55% methyl napthalene.
• Low cetane no. Poorer ignitability (longer ignition delay which leads to
diesel
4/7/2023 knock) MfM/ATTC/ATD/IZ
Cetane Number
•The lower the cetane number, the harder an engine would be to

start and the poorer the ignition characteristic of the fuel.
•A cetane number of 40 is common for most diesel engines.
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Flash point
• The temperature at which the fuel ignites is called flash
point. The lower the flash point, the better is the fuel’s
ignitability.
• Diesel fuels have a flash point between 55 and 100 o C but

fuels for spark ignition engines have a flash point below 21
oC.
FUEL VISCOSITY
Internal resistance of a fluid to relative movement. Oil is more
viscous when cold.
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FACTORS LEADING TO GOOD COMBUSTION
1. VISCOSITY
It must be low enough to ensure correct atomisation at the fuel

injection. When fuel oil is heated its viscosity is reduced.
2. ATOMIZATION
Is splitting up the fuel into very small droplets. The size of a droplet
depends upon:
a) the atomizer (nozzle) holes;
b) pressure difference between the fuel injection pump and the nozzle
c) discharge and that of the compressed air in the combustion chamber.
3. PENETRATION
•Is the distance the oil droplets travel into combustion space before
mixing with air and igniting.
üPenetration depends upon:
a) atomisation;
b) velocity leaving the injector
c) conditions within the combustion chamber
üIt is desirable that the fuel penetrates into the whole combustion
space but it should not impinge (limit) on the internal surface
before burning.
4. TURBULENCE
•Is t he mov e me nt of th e com pr es s ed air an d fu el withi n a
combustion
4/7/2023
space before combustion occurs.
MfM/ATTC/ATD/IZ
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Turbulence is caused by :
a) swirl, which is happening due to the air entry at intake
ports
b) fuel spray pattern
c) piston crown shape
Ø Turbulence improves fuel and air mixing for effective and
rapid combustion.
Volatility
• Is the ability of a fuel to vaporize.
• Diesel fuel has a high boiling point and is practically not

volatile at room temperature. However, during the combustion
process in a diesel engine, diesel fuel gasifies first before
mixing with air. Combustion occurs when the density of this
mixture comes within the combustion range. Thus, it is
preferable that the diesel fuel provides some level of volatility.
• Affects power output, performance, starting, warm up and

exhaust
4/7/2023 smoke. MfM/ATTC/ATD/IZ
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Cloud Point
• Temperature at which tiny wax crystals begin to form in diesel fuel
• Can affect the ability of the fuel to flow through fuel lines and fuel filters if
sufficient wax crystals form.
• Use diesel fuel additives and winterized diesel fuel to keep the wax
crystals small.
• Never mix alcohols in diesel fuels. Disadvantage of e-diesel include
low flash point, corrosion of plastic and fiberglass tanks and lines
Cloud point
Fuel Stability
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Pour Point
• Temperature at which a fluid ceases to pour

• The pour point should be 10 degrees lower than the cloud point.
Diesel Fuel Handling Practices

• Keep your fuel tank full of clean fuel.
• Don't store diesel fuel in a galvanized

container. The fuel reacts with and dissolves
the galvanized coating, later depositing this
material in the filters and the engine.
• Never pour the diesel fuel out of your old fuel

filter into the new filter.
• Water in diesel fuel can damage an engine.
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Foreign materials, such as air, sediment (dirt), and water present

problems and can enter the fuel system in various ways.
Air
Air drawn into the fuel system may make pick-up of fuel much more
difficult or prevent it entirely. In addition, it may show up as:
• Low power.
• Gear pump wear
• Rough operation.
• Soft or nonresponsive throttle.
Air enters the fuel in any one or more of the following ways:
• Suction leaks (lines, fittings, filters or tank).
• Fuel turbulence, especially when coupled with poor tank
venting.
• Fuel pick-up point near return.
• Combustion gases entering injector.
Dirt
Dirt is as damaging to moving parts in the fuel system as it is in any other part of
the engine. Dirt can:
• Clog filters.
• Abrade metal surfaces.
• Increase combustion chamber deposits.
Dirt enters the fuel when:
• A suction leak is in an exposed area.
• Dirt collection in the tank allows it to be picked up with the fuel.
• Careless filling and handling permits mud, dust or grime to enter tank or lines.
The technician may unintentionally add dirt to the fuel system by:
• Using containers and tools exposed to dirt.
• Using lines and fittings that have accumulated dirt or dust without cleaning
them out.
• Allowing dirt to enter a line while it is removed for repair. This is especially
critical
4/7/2023 between filter and pump. MfM/ATTC/ATD/IZ
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Water
Water in the fuel may show up as low power, it is even more
damaging as already stated when it simply contributes to
corrosion on fuel system components.
Water enters the fuel system through:
• A suction leak in an exposed location.
• As condensation due to warm fuel.
• Careless storage and handling.
Careless storage and handling of diesel fuels can be a major
concern in the engine's operation. It is important to periodically
perform inspection, cleaning, and maintenance checks on all fuel
handling and filtering equipment.
CLEANING DIESEL FUEL

Diesel fuel must be clean. Water or dirt in the fuel means a . Tiny
particles can clog the injection nozzles and cause them to fail. Water can rust
fuel-pump and injection nozzle parts.
WATER IN DIESEL FUEL
Diesel fuel oil absorbs water freely. Many vehicles have a water detector
located in the fuel tank. Water sinks to the bottom of the tank. Fuel oil floats
on top. When enough water has gathered at the bottom of the tank (1 to 2.5
gallons) the water completes an electric circuit. This turns on a warning light
on the instrument panel.
To remove the water, remove the fuel-tank cap. Connect a pump or siphon to
the tank fuel-return hose. Pump or siphon until all water is removed and diesel
fuel starts
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Diesel Fuel System
Engine combustion
Chamber
Fuel Tank
Leak Off
Water Lines
Trap Fuel Injectors
Fuel
Lift Pump Fuel Injection
Filters Pump
Fuel System General Layout
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Three-stage fuel-filtering system showing primary, secondary, and

final
4/7/2023
filters MfM/ATTC/ATD/IZ
DIESEL FUEL-INJECTION SYSTEMS
• The fuel-injection system injects fuel into the combustion

chamber at high pressure, at the right time, and in the right
quantity.
• The main components of the fuel-injection system are the
injection pump that generates high pressure, and the injection
nozzles that are linked to the injection pump via high pressure
delivery lines – except with the Unit Injector System.
• The injection nozzles project into the combustion chamber of
each cylinder.
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Cont...
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Fuel Lines
• Low Pressure Fuel Line
• High Pressure Fuel Line
• Fuel Return Line
Fuel Tank
Is usually provided with:
- Filler cap and filler neck with coarse strainer gauze
- Drain plug in its base
- Sending unit and fuel gauge
- Venting pipes- to accommodate changes in fuel level and
temperature
- Connections at the top of the tank for fuel delivery pick-up
and return leak-off pipes
- Internal baffles to minimize surging of the fuel or to control
fuel movement inside the tank
Ø The capacity of the tank is usually several times greater
than that of the car petrol tank. For medium to heavy
commercial vehicles it is typically in the region of 300 liters.
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Fuel Gauge Operation
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THERMOSTATIC FUEL GAUGE
When the fuel is low, the resistance in the tank unit is high. Little
current flows through the instrument-panel unit. When the tank is
filled, the float moves up. This reduces tank-unit resistance. More
current flows through the instrument-panel unit.
The current flows through the heater coil wound around the
thermostatic blade. The heat causes the blade to bend.
As the blade swings to the right, the pointer moves toward the full
mark.
4/7/2023
Wiring diagram for a magnetic fuel gauge.
MfM/ATTC/ATD/IZ
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MAGNETIC FUEL GAUGE

The tank unit contains a variable resistor. Its resistance varies as the float
moves up and down, moving the sliding contact. The instrument-panel unit has
two coils. When the ignition switch is on, current from the battery flows
through them. This produces magnetic fields that act on the armature. The
gauge pointer attaches to the armature. When fuel level is high, the
resistance in the sending unit is high. The FULL COIL magnetism pulls the
armature and pointer to the right. As the tank empties, the resistance of
the tank unit drops. More of the current passing through the EMPTY COIL
flows to the tank unit instead of to the FULL COIL. This reduces the
magnetism of the FULL COIL. The armature and needle move to the left.
This shows a lower fuel level in the tank.
Note
Fuel tank sending units for magnetic and thermostatic gauges
appear similar.
• However, the magnetic gauge uses a sending unit that has high
resistance when the float is up and low when the flow is down.
• The thermostatic gauge uses a sending unit that has low
resistance when the float is up and high resistance when the
float is down.
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A combination electric
fuel pump and
sending unit.
Fuel filter
• Diesel fuel injection equipment is manufactured with very low clearances.
Impurities in fuel, if not removed by the fuel subsystem, can result in
failures.
• Most dirt found in fuel is a result of conditions in stationary fuel

storage tanks, refueling practices, and improper fuel filter priming
techniques by service technicians.
and
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Primary Filters
Primary filters are the first-stage filter in a typical two-
stage filtering fuel subsystem. Primary filters are
therefore usually under lower than atmospheric pressure
in operation. They are plumbed in series between the fuel
tank and the fuel transfer pump. They are designed to
entrap particles larger than 10 to 30mm depending on

Primary filters on modern the fuel system. They achieve this using pleated cotton
engines are typically rated
at 10–15 microns
4/7/2023
threaded fibers and resin-impregnated paper.
MfM/ATTC/ATD/IZ
Secondary Filters
Secondary filters represent the second filter in a typical
two-stage filtering fuel subsystem. The secondary filter is
charged by the transfer pump. Because this is at higher
pressure the filtering element used can be more restrictive.
A-Single spin-on fuel filter B-Dual spin-on filters that

share the same head case.
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Water and Secondary Filters

Water cannot be pumped through most current secondary fuel filters.
This results in the filter plugging on water and shutting down the
engine by starving it for fuel. Water-plugged filters should be
replaced. As an emergency measure you can clean out the filter using
methyl hydrate or other pure alcohol, and then reprime it with fuel.
Water Separators
Most current diesel engine powered highway vehicles have fuel
subsystems with fairly sophisticated water removal devices. Water
appears in diesel fuel in
three forms: Why Water Damages Fuel Systems???
Generally, water damages fuel systems for three
1. free state reasons. Water:
2. emulsified 1. has little ability to lubricate moving components
2. promotes corrosion
3. semiabsorbed 3. flows less readily than diesel fuel
Free State Water
Water in its free state appears in large globules/ball like

structure/ and because it is heavier than diesel fuel it
collects in puddles/a small accumulation of water/ at the bottom
of fuel tanks or storage containers. Water separators can
easily separate free state water if it happens to be pulled into
the fuel subsystem.
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Emulsified Water
• Water emulsified in fuel appears in small droplets. Because of the

small size of these droplets they may be suspended for some time
in the fuel before gravity takes them to the bottom of the fuel
tank.
• When free state water collects at the bottomof a fuel tank, 3

miles (5 km) of driving on a class B road is enough to emulsify it
(finely dispersing it into the fuel), making it more of a problem.
Semiabsorbed Water
Semiabsorbed water is usually water in solution that is mixed with
alcohol. Semiabsorbed water in diesel fuel is a direct result of adding
methyl hydrate to fuel tanks.
• Methyl hydrate is a type of alcohol added to fuel tanks as
deicer/prevents the formation of ice/.
• Methyl hydrate either in pure form or as diesel fuel conditioner is
added to fuel tanks to prevent winter freeze-up.
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Water separators operation

Water separators use combinations of several principles to
separate and remove water from fuel.
• The first is gravity. Water in its free state or emulsified
water, if allowed to settle, will sink to the bottom of any
container because it is heavier than diesel fuel.
• Some water separators use a centrifuge to help separate
both free state of water and emulsified water from fuel.
The centrifuge subjects fuel passing through it to
centrifugal force: this throws the heavier water to the
side walls of the separator allowing gravity to pull it into
the sump drain. A centrifuge acts to separate particulate
from the fuel in the same way so sediment also can be Fig. An assortment of water
removed in this manner. separators used on diesel
4/7/2023 MfM/ATTC/ATD/IZ engines
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Figure: Fuel/water flow operation through a

heavy-duty filter/water separator assembly
• Electric schematic for water level warning light

and buzzer
• Fuel/water flow separator

filter with float level sensor
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Fuel Lift Pump (Low Pressure Pump)

• A lift pump can be defined as a
low-pressure pump whose core
functions is to transport fuel to a
high-pressure pump.
Exploded view of feed pump
• Functionis to supply steady

flow of fuel to injection pump.
• Typically a piston pump driven off

of the injection pump camshaft, or
built into the injection pump or
electrically driven in later systems
• May Have manual priming
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The feed pump consists of two functions:
- The mechanically driven portion, which effects fuel suction
and discharge during periods when the engine is operating.
- And the priming pump portion, which manually effects fuel
suction and discharge, to bleed air from the fuel piping system,
without having the engine operating.
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The need for fuel lift pump/feed pump
ü The fuel tank and the engine (injection pump) are located
far apart from each other.
• Since the fuel tank is mounted below the level of the
engine fuel injection pump, a fuel lift (or transfer) pump
is required to maintain a small constant head of fuel oil
in the feed gallery for the injection pumping elements.
• The fuel filter paper element with minute pores that
prevent even extremely small impurities from passing
through, also applies resistance to fuel flow.
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• The two most widely used fuel feed pumps are diaphragm and
plunger-type mechanical pump constructions.
Operating Principle-Single Acting Feed Pump
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A) Preparatory Stroke
• When the cam rotates to high cam (max.

lift) position to push the tapet downward,
the tappet and pushrod cause the piston to
move against the piston spring and compress
it. This movement forces the fuel out of
the suction chamber, through the discharge
valve and into the pressure chamber
(partially to the injection pump). Toward
the end of the intrmediate stroke, the
discharge
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valve closes again. MfM/ATTC/ATD/IZ
B) Suction and Discharge valve (delivery

stroke)
When the cam rotates to the low cam
(low lift) position, piston spring pressure
causes the piston, pushrod and tappet to
follow the cam. This movement of piston
pushes the fuel from the pressure
chamber, and delivers it to the fuel filter
and pump. At the same time, piston suction
pressure is permitting fuel to enter the
suction chamber through the suction valve.
With the suction chamber charged with
fuel, the pumping cycle beigins again.
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C) Termination
If pressure in the discharge line exceeds
agiven value, the plunger or the piston spring
will be unable to push the plunger back
completely.
If the discharge pressure rises above
approximately 2.5kg/cm3 (35.6 psi), the
discharge pressure causes the piston to
remain in intermidiate stroke position,
compressing the piston spring.
In this state the feed pump does not
work.
Double Acting Piston Type Feed Pump Parts (exploded

view)
A double-acting pump has twin
chambers each equipped with its
own inlet and outlet valve. This
permits the plunger to pump on
both strokes.
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Operating Principle-Double Acting Feed Pump
A) Piston spring compression

stroke
• When the the cam applies a
downward force to the piston via
the feed pump tappet, the discharge
valve(1) opens to allow the fuel in
the inner chmaber to be discharged
through the discharge port. At the
same time, the suction valve(2)
opens to draw fuel into outer Piston Spring Compression Stroke
chamber.
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B) Piston spring retaction stroke(Upward delivery

and Suction Stroke)
• After the cam rotates to the position shown in fig.
2 above , the piston is returned to the upper
position by the force of the piston spring . at this
time the discharge valve 2 opens to discharge the
fuel in the outer chamber, while suction valve 1
opens to draw fuel into the inner chamber.
• The feed pump effects the process described
above to pump fuel during both downward and
upward strokes of the piston. Because this type
of feed pump generates an extremly high Piston Spring Retraction Stroke
discharge pressure when the cam pushes piston
downward, an over flow valve must be provided in
the delivery system.
Priming/hand pump
• The hand(primer) pump has the following
function:
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Inline Fuel Injection Pump (Diesel)

• Bosch In-line fuel injection pumps were first introduced in
1927. Since its introduction, it has kept countless number of
diesel engines in function.
• In-line pumps are still widely used in large number of diesel
engines, mainly because of its
Requirements:
A fuel injection pump is used to supply fuel to the engine at a
certain pressure. The pump generates the pressure and supplies
the fuel with the right quantity at the desired timing. The
pressurized fuel is delivered to the nozzle via a high pressure
line. The nozzle injects the fuel inside the combustion chamber.
• There are various requirements to be met by a in-line injection
pump, such as:
üTiming and duration of fuel injection
üThe total volume of fuel to be injected
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üThe amount of pressure toMfM/ATTC/ATD/IZ
be created
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Design of In-line pump

• It is an aluminium housing which has
an internal camshaft. The camshaft is
driven via a timing device or directly
by the engine.
• The in-line pump camshaft rotates at
the same speed as that of the engine
camshaft (i.e) speed of camshaft is
half the speed of the crankshaft.
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A Complete injection pump comprises the

following:
• Injection pump for producing the

injection pressure
• Mechanical governor for governing the
engine speed
• Timing device for shfting the start of
injection as a function of engine speed.
• Mechanical supply pump for drawing in
and delivering the fuel from the fuel
tank to the suction gallery of the
injection pump.
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Functional requirements of a fuel injection system
• Accurate metering of the fuel injected per cycle.
• Correct fuel injection timing.
• Full control over rate of fuel injection.
• Proper atomisation of the fuel.
• Proper spray pattern to ensure mixing of air and fuel.
• Uniform distribution of fuel in the combustion chamber.
Pumping elements
Each of these comprises a barrel and plunger assembly, both
components being made from steel.
Barrel
Plunger
In providing a sliding fit, the barrel and plunger are matched to

such fine limits as to eliminate the need for any other means of
sealing between them.
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cont’d Pumping elements

• Diesel fuel (or oil) inlet and spill ports are provided in the upper
portion of each barrel and register with corresponding galleries in the
pumping head.
• Each plunger is shaped with a sloping edge or helix at its head portion,
so that although the plunger operates over a constant stroke, the
quantity of fuel delivered can be varied by partial rotation of the
plunger
Pump plunger : The pump plunger reciprocates inside
the barrel and it has a helical groove and a
Helix
longitudinal groove (centrally drilled hole) on it. The
plunger is driven by cam and tappet mechanism.
Section of in-line
injection pump
(pumping element)
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• Plunger geometry describes the physical shape of the metering

recesses machined into the plunger and this defines the
injection timing characteristics.
• The function of the vertical/longitudinal slot is to ensure a
constant hydraulic connection between the pump pressure
chamber above the plunger and the plunger helical recess(es).
• A plunger with a lower helix will have a constant beginning,
variable ending of delivery timing characteristic because the fill
and spill ports or fill/spill port will always close at the same
amount of plungers upward travel and will open depending on its
rotational position.
• Plunger with upper helix …. and double helix….?
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Fuel Injection pump pumping element design types
-these are the commonly known
Plungers of lower helix Plungers of upper

design helix design
spill port
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Types of plunger and barrel assemblies
A-Dual port with lower helix.

B-Single orifice assembly with lower helix.
C-Dual port assembly with leakage return duct.
Operation of Plunger and Barrel Assembly

In the injection pump the rotational movement of the cam
shaft is converted to reciprocating movement by the
roller by the roller tappet In this connection the roller
of roller tappet rotates on defined path of the cam as a
result of which the roller tappet performs a reciprocating
movement. The movement to TDC is ensured by the cam
while the plunger return spring provide for the movement
of roller tappet to BDC. This spring also guarantees that
the roller tappet does not lift off the cam as a result of
the high acceleration. The arrangement of cams, i.e the
Fig. Plunger and Barrel
angle offset from cam to cam is such that the injection Assembly drive
sequence corresponds to the firing order of the engine. a. BDC Position
b. TDC Position
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cont’d Pumping Element- other Design type

The objective of the start retard notch on a
lower helix design plunger is to retard the
injection pulse until there is a maximum amount of
heat in the engine cylinder, usually when the
piston is close to TDC. The instant the engine
exceeds 300 rpm; it becomes no longer possible
for the start retard notch to register with the
spill port.
Starting Groove
A diesel engine will start more easily when fuel
injection timing is retarded during the cranking
process. To provide the retard, the plunger is
constructed with a starting groove at the top. This
results in a port closing with a 5°-1 0° retard. As
soon as the engine reaches operating speed, the
governor pulls the control rod to normal starting
position.
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Components and operation of sleeve metering system
A-With the inlet open, fuel fills the plunger body.

B-With the inlet and outlet closed, fuel pressure builds and delivery occurs.
C-With the outlet open, fuel pressure is relieved and delivery stops.
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Pumping element control or Metering Principle

üused for simultaneously turning the reciprocating plungers
to control fuel delivery
üthe rack-and-pinion and fork-and-lever methods
Length of effective stroke is

determined by the combined
rotation and axial traverse of
the plunger. This in turn
regulates the fuel delivery rate.
Pumping element-
Construction
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Plunger Effective Stroke-Variation
The effective stroke of the pumping plunger is

the time when fuel is being sent to the injector.
The length of plunger effective stroke will depend on where the

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(vertically aligns) with the spill port.
The plunger stroke can be divided into four stages:

• Pre-stroke; this is the movement of the plunger from its bottom dead
centre position to the point of port closure fuel is merely displaced back to
the charging gallery during this portion of the stroke.
• Retraction stroke; this is the small portion of the stroke required to raise
the fuel pressure to nozzle opening pressure or NOP.
• Effective stroke; this is the plunger stroke while fuel is actually being
delivered to the injector nozzle.
• Residual stroke; this is the remaining upward travel of the plunger after the
spill port has been uncovered by the helix until the plunger reaches its top
dead centre position.
As the plunger completes its stroke, the remaining fuel is displaced back to
the fuel reservoir. The travel between the end of the effective stroke and
the top dead center position of the plunger.
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Phases of Plunger Stroke
Metering the Fuel Charge

Rotating the plunger in the bore of the barrel will change the
point of register of the spill port with the helix. Therefore,
plunger effective stroke and injected fuel quantity depends
entirely on the rotational position of the plunger. This rotation
is controlled by the requirement of more or less fuel and has
no connection to engine speed or plunger reciprocation.

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• Constant beiginning of fuel delivery

• Variable ending of fuel delivery
Metering the Fuel Charge
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Pumping element delivery valve

A spring-loaded delivery valve is fitted at the head of each pumping element
Serves to act as a valve that isolates the high

pressure from the low-pressure regions of the
pumping element, thereby preventing fuel from
re-entering the barrel w hen the plunger
retreats (moves back) on its intake stroke
Fuel retained in the high pressure pipes to the

injectors between pumping pulses is known as
dead volume fuel. Dead volume fuel is held at a
residual pressure.
1. Valve Cone
2. Relief Plunger/Retraction Piston
3. Annular groove
4. Stem/Shank
5. Vertical groove/Flute/
longitudinal Slot
The delivery valve plays an important role in a spill metered injection system
such as the port and helix system just described. It provides injection line
retraction, which is the pulling back of a small amount of fuel in the injection
line. This lowers the fuel line pressure and allows the injector nozzle to close
quickly, abruptly cutting off injection. Remember, a quick, clean cutoff of
fuel to the nozzles is one of the prerequisites for efficient, clean running
engines.
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Working Principle
Delivery valves also help to stop secondary injections. When the

spill port opens in the pumping chamber (gallery) the pressure
collapses very quickly, the injector nozzle will close first when its
differential pressure is reached, usually 65 to 75% of Nozzle
Opening Pressure (NOP). Immediately following nozzle closure the
delivery valve retracts into its holder. As soon as the retraction
piston enters the delivery valve holder the high pressure fuel in the
line is cut off from the open spill port.
…Working Principle
The delivery valve continues to retract (go back) however until the conical
seat contacts the matching cup in the holder this extra movement allows a
minute amount of extra space for the fuel to occupy thereby lowering its
pressure to residual line pressure. This extra space is known as the swept
volume of the delivery valves retraction piston or collar. Retraction collar
swept volume is matched to the length of the high pressure pipe to
achieve a precise residual line pressure. If the pressure was retained at
close to NOP the rushing fuel slamming into the closed delivery valve
would cause a reflected pressure wave or surge back toward the nozzle
and in certain conditions this could cause the nozzle to reopen and dribble
some fuel into the combustion chamber which in turn would cause poor
fuel economy and HC emissions. Some delivery valves will have a return
flow restriction valve to further reduce pressure wave reflections or
oscillations in systems where cavitation is an issue.
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The delivery valve is held in its closed position on its seat by a

spring and by the residual line pressure. If, for whatever
reason, the residual line pressure value was zero, hydraulic
pressure of around 20 atms, (300 psi), would have to be
developed in the pump element to overcome the mechanical
force of the spring. This mechanical force is compounded when
the residual line pressure is pushing on the delivery valve and
establishes the pressure that must be developed in the pump
chamber before it is unseated.
FUEL INJECTION PUMP TEST BENCH
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FUEL INJECTION PUMP TEST BENCH

Functions:
- Pump and Gallery Leakage Testing
- Checking Coupling Timing Mark
- Phasing the Pump
- Calibrating (Flow Testing) the output of each element of the pump
- Setting the Pump for Maximum Output
- Complete Cut-off
- Checking of Governor and Feed Pump Testing
Diesel Engine Governors

üAny device that automatically exerts control over engine speed
termed as a governor. Governor controls engine speeds by varying
the quantity of fuel injected into the engine cylinder.
üFunctions of governors:
- To maintain the correct engine idle speed (A diesel engine
should run smoothly and evenly at idle speed to ensure that it
does not stall).
- To control or limit the maximum speed of the engine (to
prevent the diesel engine from self destruction).
- To maintain a constant speed between idle and maximum
engine speed where required.
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A Diesel engine must use a governor to control the amount of fuel injected
because unlike a gasoline engine there is no throttle to control the amount of
air ingested. Gasoline engines are managed to run on a stoichiometric air-
fuel ratio of 14.7:1, but diesels run with an excess of air at all times. A
diesel can have as much as 1000 times the air required to burn the fuel
inside the cylinder under certain operating conditions. Therefore we must
precisely control the fuel quantity or the engine would quickly accelerate to
self destruction, (1000 RPM per sec).

ØIf exactly enough air is provided to completely burn all of the fuel, the ratio is known as the
stoichiometric/perfect mixture.
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Bosch-type centrifugal governor. The flyweights react against throttle-

spring tension to set the speed of the engine. As loads are encountered,
the engine slows, the flyweights exert less force, and the spring extends
the rack to restore engines rpm.
Why does diesel engines need governor?

• In diesel engine there is no single control rack position which permit the
engine maintain its speed accuratly.
• eg. at idel the engine would either stop/stall or the engine speed will
countinue to increase. This condition results to self distruction.
• This possibility is due to diesel engine operating with excess of air. i.e
there is no effective throttling of the cylinder charge as speed increases.
• If cold engine started and left to run at idel, while the initial fuel
delivery quntity countinued to be injected, the engines inherent friction
will start to drop. And also derive resistance from alternator, air
compressor, fuel injection pump etc.
i.e the control rack position were to remain unchanged & control rod not
retracted to reduce fuel delivery, the engines speed will increases more
untill self distruction.
So to illiminate this condition diesel engines use governor.
Today either mechanical (fly weight) or electronic diesel control (EDC)
governors are used.
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Governor Types
-Based on their operating mechanism/working principle
• Mechanical/Centrifugal governor- which uses the centrifugal force that is
created by the rotation of a flyweights.
• Pneumatic/Vacuum governor-which uses the vacuum that is created in the
engine’s intake manifold.
• Combined governor-which combines the features of the pneumatic and
mechanical governors.
• Electronic Diesel Controled/Electronic Governor- sensors convert the
various physical quantities into electrical signal. ECU processes the above
information into electrical output signals. Solenoid actuators convert the
ECU’s electrical output signals into mechanical control rack movement.
• Governors for stationary power units-these governors are designed for
use with the engine-generator
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üVarious governors developments according to their functions
ØMaximum-speed governors-these governors are designed to

limit the engine’s maximum speed only (basic job of every
governor).
ØMinimum-Maximum/limiting/ speed governors- In addition to
max. speed, these governors also controls low idle speed.
ØVariable-speed governors (All-speed governors)-including the
min. and max. speeds, these governors also control
intermediate speed ranges.
BOSCH Mechanical governor types
Mechanical governors are also known as flyweight governors or

centrifugal governors. Bosch mechanical governors are mounted
on the fuel injection pump. The pumps control rack is connected
directly with the governor linkage and connected to the
acceleretor pedal through the governor control lever.
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• Mechanical governors, i.e., governors employing the principle

of centrifugal force, are used most widely with larger diesel
engines.
• The Bosch mechanical governor is mounted on the fuel
injection pump. The injection-pump control rod is connected
with the governor linkage through a flexible joint, and the
connection to the accelerator pedal is made through the
governor control lever.
Metering Units
Two different designs of metering unit are used in mechanical
governors:
• RQ, RQV: the governor springs are built into the flyweights.
• RSV, RS: the centrifugal force acts through a system of
levers on the governor spring located outside the two
flyweights.
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In mechanical governor types RQ and R QV (Fig. 1), each of the two

flyweights acts directly on a spring set which is designed specifically for a
given nominal speed.
In mechanical governors of type RS/RSV (Fig. 2), the action of the two
flyweights presses the sliding bolt against the tensioning lever, which is
drawn in the opposite direction by the governor spring. When the speed is
set by the control lever, the governor spring is tensioned by an amount
corresponding to the desired speed.
In both types of metering unit the governor springs are so selected that
at the desired speed the centrifugal force and the spring force are in
equilibrium. If this speed is exceeded, the increasing centrifugal force of
the flyweights acts through a system of levers to move the control rod,
and the fuel delivery is decreased.
Metering unit. RQ and RQV governors. Metering unit, RS and RSV governors.
Fig 1 Fig 2
Fig. 1
1. Adjusting nut 2. Governor spring Fig 2
3. Flyweight 4. Governor hub 1. Control lever
5. Injection pump camshaft 6. Flyweight bolt 2. Flyweight
7. Bell crank 8. Drag spring 3. Governor spring
9. Sliding bolt 10. Slider
4. Tensioning lever
11. Control lever 12. Plate cam
13. Linkage
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5. Sliding bolt
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Types of governor
For both Speed-sensing mechanisms
The governor springs for both forms of measuring mechanism

have been selected so that the spring force and centrifugal
force are mutually balanced at the desired speed.
When this speed is exceeded, the centrifugal force from fly
weights increases. A linkage system then adjustes the
control rack to provide a corresponding reduction in the fuel
delivery quantity.
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Construction/ Main Parts of Centrifugal governor
1. Control rack
2. Link fork
3. Play-compensating spring
4. Adjusting nut
5. Governor springs
6. Flyweight
7. Bell crank
8. Sliding bolt
9. Slider
10. Guide pin
11. Control lever
12. Fulcrum lever
13. Guide block
14. Linkage lever
Mechanical
Governor
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Centrifugal governor for in-line injection pump

GOVERNING THE IN-LINE FUEL INJECTION PUMP
Governor is a diesel engine control mechanism for managing fuelling.

Engine Power is controlled by varying the quantity of fuel oil injected into the
cylinders.
-Governor controls the speed of engine at a

different load by regulating fuel supply .
-The incoming air is not regulated.
-Governor provides automatic speed

regulation relative to any set position of
the accelerator pedal.
üGovernors on in-line pumps are usually mechanical or

pneumatic.
üA mechanical governor uses rotating flyweights to
control movement of the fuel control rack against a
spring. Removing the load from the engine lets its speed
rise. Centrifugal force pushes out the weights and a
linkage system then adjusts the control rack to provide a
corresponding reduction in the delivery quantity.
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üFor any governor position, the fuel control rack determines the
volume of fuel delivered, and therefore engine speed.
üDuring idling, the governor prevents the engine from stalling. It
also stops it from over-speeding.
üMechanical governors in automotive use are called idling and
maximum speed governors, because idling speed and maximum
speed is all they control. They can also be called limiting speed
governors. For other positions, the operator/driver determines
the rack position by moving the position of the accelerator pedal.
Pneumatic/Vacuum or Variable-speed/ Governors

Mainly used with smaller high speed diesel engines, tractors and
small stationary diesel engines.
• They operate over entire speed range and in accordance with
intake manifold depression or vacuum.
• A pneumatic governor has a manifold-mounted venturi unit,
linked by tubing to a sealed, diaphragm assembly on the in-line
injection pump housing.
• This venturi unit has a main venturi, and an auxiliary one. A
throttle butterfly controls airflow through the venturi and into
the engine.
The venturi is narrow, and shaped so the air speeds up as it
passes through.
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Pneumatic/Vacuum Governor for In-line Injection Pump

The pneumatic
governor consists of
two main sections:
ü The Manifold unit
(intake)
ü The diaphragm unit
(Diaphragm block)- the
diaphragm divides
diaphragm unit into
vacuum and atmospheric
chambers.
When the engine is not running/stationary the diaphragm spring pushes the
diaphragm and fuel control rack, towards the full-fuel position.
With the engine running, at idle, the throttle butterfly is almost closing the intake,
and air flows through the auxiliary venturi at high velocity. This produces low
pressure there, which is transferred through the connecting hose to the sealed
chamber on the spring side of the diaphragm.
Atmospheric pressure on the pump side now forces the diaphragm and rack towards
the no-fuel position. This reduces the effective plunger stroke of the injection pump,
and the amount of fuel injected.
Depressing the accelerator pedal allows more air to enter the engine, but
decreases the air velocity through the auxiliary venturi. Pressure in the sealed
chamber rises, and allows the spring to move the diaphragm, and control rack, against
atmospheric pressure, to increase the fuel delivered.
The diaphragm position at any given time is determined by the air velocity through
the auxiliary venturi, in accordance with engine speed, and load. This provides a rack
setting which allows the correct quantity of fuel to be injected, to match the
operating condition.
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General Operating Principle (VG)
• When the engine is stationary, the governor spring pushes

against the diaphragm which in turn pushes the control rack into
maximum fuel position.
• When the engine is running, the position of the diaphragm, and

therefore the position of the rack, is determined by the
vacuum acting against the diaphragm. Atmospheric pressure
pushes against the other side of the diaphragm to compress the
spring according to the amount of intake manifold depression.
Pneumatic governor operation

a) Engine starting
b) Idle speed
operation
c) Between idle and
maximum
d) Rated or Maximum
engine speed
e) Stopping engine
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Operating Characteristics Fig: Diaphragm block in pneumatic govemor

with built-in control-rod stops for full load and
for the excess fuel for starting.
Starting the engine
A stop for excess-fuel delivery
during starting is built into the
diaphragm block; it can be
adjusted by means of a thread. In
order to start the engine, the
start-and-stop lever is moved in
the start direction. As a result, a
spring-loaded stop pin is pressed
into the adjusting screw by the
two armed lever (double lever),
and the governor spring can shift
the diaphragm, and thus the
control rod, in the maximum-fuel-
delivery direction. More fuel is
therefore fed to the engine
during starting than at full load. MfM/ATTC/ATD/IZ
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idle-speed range of the engine

When the engine is idling, the control lever at
the throttle valve is positioned against the
adjustable idle stop, and the venturi channel is
almost completely closed. Even at the idle speed,
a vacuum is developed in the vacuum chamber
which is sufficient to draw the control rod,
against the pressure of the governor spring,
into its idle position. If the load on the engine is
reduced, the engine accelerates and the vacuum
therefore increases. As a result, the diaphragm
shifts the control rod still farther in the
shutoff direction and the engine runs more
slowly again, If, on the other hand, the load on
the engine is increased, the engine is slowed
down and the vacuum decreases; the governor
spring therefore shifts the control rod in the
maximum fuel-delivery direction and the engine
runs faster again. In other words, the governor
limits the idle speed in both an upward and
downward direction, i.e., it regulates the idle
speed.
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Top speed range of the engine

(Full-load speed regulation)
If the driver wants to bring the
engine up to the nominal speed (full
output power) he must press the
accelerator pedal all the way down.
The control lever at the throttle
valve is then brought up against its
(adjustable) full-load stop and the
throttle valve itself is completely
open. Initially, only a slight vacuum
prevails in the vacuum chamber, and
the vacuum required to regulate the
maximum speed is only developed at
the nominal speed. When the nominal
speed is exceeded, the control rod
moves away from its full-load stop
and is shifted in the shutoff
direction until the amount of fuel
delivered has become so small that
the high idle speed can no longer be
exceeded.
Between the idle speed and the maximum speed
The pneumatic governor also maintains just as a mechanical

variable-speed governor does every speed between the idle
speed and the maximum speed constant within the limits of the
speed droop. The farther the accelerator pedal (and thus the
throttle valve) is shifted in the maximum-fuel-delivery
direction, the higher the engine speed rises.
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Stopping the engine

The stop lever at the diaphragm
block can be connected to a draw
knob or a shutoff device which is
combined with the glow-plug-and-
starter switch. When the engine is
stopped, the double lever
connected to the stop lever forces
the control rod to shutoff.
Delivery of fuel is thus cut off
and the engine stops.
Control Rod Stops
• The control rod stops limit the full load delivery of the injection Pumps.
• The travel of the control rod is usually limited(full load delivery) by an
adjustable stop.
• There are various types of control rod stop. A distniction is made between
control rod stops installed in the injection pump and those installed in
the givernor. This technical instruction discusses only those installed in the
pump.
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Pump installed control rod stops

with regard to pump installed control rod stops a distniction is
made between fixed and spring loaded stops. The fixed
control rod stop is adjustable by means of a screw and is
locked with a lock nut. It can be adjusted to full load delivery
or to starting fuel delivery. In engines requring a larger
quantity of fuel for starting than for full load operation the
control rod or the linkage of the governor is provided with a Fig. Pump installed Fixed
control rod stop
further stop which can be made temporarily inoperative for 1. Control rod
2. Adjusting screw
starting but which during operation limits the full load 3. Stop face
delivery. 4. Closing cap
Automatic Control-Rod Stop

The spring loaded control rod stop is usually installed in
minimum-maximum speed governors. It can be adjusted with
the adjusting bushing which is secured against turning by
means of lock nut. At pump speeds of above 400...500min-1
the control rod stop limits the fuel delivery to the full load
delivery If the driver depresses the accelerator pedal fully
with the engine stopped (i.e for starting), the spring in the
stop bushing will yield. The control rod travel becomes Fig. Spring loadedcontrol rod stop
a. Full load position
greater than at full load, which results in a greater fuel b. Starting position
delivery. However, as soon as the engine is runing, the 1. Control rod
2. Lock nut
governor takes effect and draws the control rod back into 3. Adjusting bushing
the idel position just before intermediate idel speed has 4. stop bushing
5. Compression spring
been reached(speed regulation). 6. Stops
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You should refer more on:

ØControl-Lever Stops
üSpring-Loaded Idle-Speed Stop
üReduced-Delivery Stop
ØControl-Rod Stops
üinstalled in the injection pump
§ rigid/fixed
§ spring-loaded
üinstalled in the givernor
Automatic injection timer (in-line injection pump)

Higher performance is obtained from a diesel
engine if the start of fuel injection is advanced as
the engine speed increases. This is achieved with
the aid of an automatic injection timer.
• Timers are of two types : Centrifugal/mechanical

injection timer and hydraulic injection timer.
Mechanical Injection Timer (MI T) which is

capable of resetting the injection pump shaft by
up to 8 degrees in relation to the drive shaft
(engine crankshaft) while in operation. This has
the effect of advancing the start of injection by
8 degrees as well.
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Operating Principle of automatic injection timer (in-line injection pump)
• The automatic injection timer is driven by the diesel engine through the timer
housing, in which the centrifugal weights are located.
• Mechanical automatic injection timer uses centrifugal force for its adjusting
action, and operates in accordance with engine running speed.
145
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Working principle
If the speed increases, the two centrifugal flyweights move out
so that their rollers press against the cam track (or contour) of
the adjusting disc, the hub of which is rigidly attached to the
adjuster which pivots in the housing. Roller pressure on the cam
track is transmitted by the adjusting disc to 4 coil springs,
which can be compressed slightly so that the adjusting disc
with the hub and the adjuster itself can rotate slightly,
through the adjustment angle. Since the hub is rigidly linked to
the injection pump camshaft, this is also rotated, so that the
start of injection stroke is advanced.
Acceleration Smoke Controls

• Many mechanical injection pumps also have built-in emissions
controls.
• Engine acceleration is a problem area in terms of exhaust smoke
generation. This problem is much greater in turbocharged diesel
engines.
• During acceleration, more fuel is injected into the cylinders, but
the amount of combustion air supplied by the exhaust-driven
turbocharger lags behind for a few seconds.
• The result is an excess of unburned fuel, and a large puff of
4/7/2023 MfM/ATTC/ATD/IZ .
146
4/7/2023
An aneroid/boost compensator
An aneroid/boost
compensator is a pollution
control device installed on
many governors used on
turbocharged engines. It helps
to reduce the amount of dense
black smoke generated during
engine acceleration.
Figure. Components of an aneroid/boost compensator

4/7/2023
control mounted on an inline injection pump governor.
MfM/ATTC/ATD/IZ
• When the engine is operating, pressurized air from

turbocharger outlet to a chamber in the aneroid/boost
compensator.
• The diaphragm inside the chamber is connected to a push rod
that is coupled to a compensator lever. Diaphragm movement is
opposed by spring pressure.
• During acceleration, engine speed gradually increases and the
turbocharger spins faster. The air pressure acting on the
diaphragm increases to a point where it is greater that the
spring pressure holding the diaphragm in position.
• As a result, the diaphragm and pushrod are pushed down, the
compensator lever pivots, and the control rack is forced
toward the increased fuel position. The aneroid/boost pressure
compensator will react to intake manifold air pressure
regardless of governor action.
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4/7/2023
Altitude-Pressure Compensator
At high altitudes, atmospheric pressure decreases and the
volumetric efficiency of the engine drops as well. Less air is
drawn into the engine. Unless some method is used to decrease
fuel del ivery, problems will occur. This can be a major problem
for non-turbocharged engines. Injection pumps used on non-
turbocharged engines can be equipped with an altitude-pressure
compensator as part of the mechanical governor.

Low altitude compensation
4/7/2023 High altitude compensation.

MfM/ATTC/ATD/IZ
148
4/7/2023
The unit's adjustment screw bears against the force of a

spring-loaded threaded bolt. The bolt has a fork attached to
its lower end. Fork movement acts on a pin, which in turn
transfers movement to a swivel mounted cam plate. The cam
plate transfers movement to the fuel control rack linkage.
Operation
At low altitudes (high air pressures), the force of the coil spring
beneath the unit's barometric cell is strong enough to pull up on
the cam plate. Maximum fuel delivery can occur when this condition
exists.
At higher altitudes (low air pressure) the

threaded bolt and fork move downward, causing the pin to follow
the curve of the cam plate slot. This pulls the fuel control rod
(rack) to a decreased fuel delivery position. The cam plate
adjusting screw is used to set full-load del ivery.
149
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150

Diesel Mechanics 2023 Handout 01

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4/7/2023

• Their duties include running diagnostic tests on vehicles, test driving

• They may work on the electrical system of a vehicle as well or retrofit

• As early as 1863, the Frenchman had test-driven a vehicle

which was powered by a gas engine which he had developed.

• 1878 ’s four-stroke engine with magneto ignition that

• 1879, German inventor produced a two-stroke gas engine, for which

he received a patent in 1880 in Germany.

• 1893 develop an engine with comparatively much higher

üRobert Bosch began producing injection systems in 1927.

Introduction Diesel Engines -Advantages

Diesel Engines - Applications

q High-Speed (approximately 1200 rpm and greater) engines are used to

q Large electrical generators are driven by medium speed engines, (approx.

Areas of use for diesel engines

• The chief areas of use for diesel engines are

• Cars and light commercial vehicles

• Construction and agricultural machinery

• Railway locomotives and

Types of Diesel Engines

• These engines differ in the number of

• Their methods of intake and exhaust are

Four stroke diesel engine cycle

Sammary diesel 4-stroke

Two-stroke diesel engine

• Furthermore, it is possible to employ a blower supercharger to force air into

the cylinder at a pressure slightly greater than atmospheric pressure.

expelling the burnt exhaust gases.

• Ports lead air from the air chest into the

• Movements of the piston control

the flow of air from the chest into

• And also Poppet type exhaust valves are

Only air is allowed to pass into

•This combination removes exhaust gas and fills the cylinder

with a fresh charge of air.

•As the piston advances up the cylinder:

Øthe inlet ports are covered,

Øthe exhaust valves are closed and

Øthe air is compressed into the lesser volume of the

combustion chamber where the air temperature increases to

a point where self-ignition of fuel will occur.

• Just before the piston reaches the top of

its stroke, fuel is injected into the cylinder

and combustion occurs.

• The heat developed from the compression

of air in the cylinder ignites the fuel and

the expanding gases force the piston

downward on its effective power stroke.

power stroke, the exhaust valves open, allowing the

burnt exhaust gases to escape.

Shortly afterwards the piston uncovers the air inlet

ports, allowing the pressurized air in the air chest to

remove the remaining exhaust gases and charge the

cylinder enabling the whole cycle to start all over again.

Summary of Two-stroke diesel engine

• The operations of the mechanical systems are almost similar in both

system, and the cooling system operate in the same way.

• However, diesel systems are built stronger to withstand higher

ü Supply of air and Turbo-charging- Intake system

• Supply and injection of fuel – Fuel Injection system

• To minimize friction - Lubrication system

• To maintain the operating temperature -Cooling system

Air intake heater or pre-heating (for cold starting) – electrical system

üThe diesel engine does not need an ignition system.