1-Introduction

Discussions of diesel fuel system begin with the opening through which fuel flows into the
tank of the vehicle or equipment. To run an engine, the fuel from the tank must reach by some
means to the engine cylinder. In diesel engine, the fuel is injected into the engine cylinder by an
injector. The fuel burns in the cylinder and during the exhausts stroke, the burned gases leave the
cylinder passing through the exhaust pipe and silencer.
If the engine is to develop full power and operate efficiently, its fuel system must do the
following fuel system requirements. The fuel injection system must measure the fuel supplied to the
engine very accurately since fuel requirements vary great from low to high engine speed. The
timing of fuel injected into the cylinder is very important during engine starting, full load and high
speed operation. The fuel system must pressure the fuel to open the injection nozzle. The fuel must
be atomized fuel will not burn easily. The distribution fuel must be accurate and according to the
engine’s firing order, injection of fuel must start quickly and end quickly.
1.1-Purpose of fuel injection systems
The fuel injection system of any diesel engine has the following functions:
1. To store, clean and transfer fuel
2. To meter the quality of fuel required at all loads and speeds and to equalize the fuel quality
delivered to each engine cylinder to ensure equal power between cylinders of multiple cylinder
engines.
3. To start injection at the right time with in the cycle of the engine in relation to load and speed.
4. To insure quick beginning and ending of injection so that the injection fuel is evenly atomized.
5. To inject the fuel at the rate necessary to control both combustion and pressure in the cylinder
6. To direct, distribute and atomize the fuel uniformly, as required by the combustion chamber
design.
Purpose of the injection equipment in a diesel fuel system is to supply quantities of fuel oil
into the combustion chamber in the form of a very fine spray at precisely timed intervals.
The fuel transfer pump is either cam or gear driven. The transfer pump draws fuel from the
tank through the primarily fuel filter and pressurizes the fuel going to the secondary fuel filter.
After secondary filtering, the fuel enters the fuel injection pump or injector under low pressure. The
fuel transfer pump is to supply the injection with a fuel at a pressure of approximately one bar.

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 The combustion processes that take place inside a diesel engine are essentially dependent on
the way in which the fuel is delivered by the fuel injection system. The reduction of harmful
exhaust gas-emission is a subject to which commercial vehicle producers are paying increasing
attention. On commercial diesel engine high fuel injection pressure and optimized start of deliver
make a major contribution here. This has led to the development of a new generation of high
pressure in line fuel injection pumps. The fuel injection pump plays a describe role in that
connection. It generates the necessary fuel pressure for fuel injection. The fuel is delivered via high
pressure fuel lines to the nozzle which in turn inject if into the combustion chamber.
Diesel Fuel
Diesel engines burn diesel fuel oil. It is a light oil made from crude oil by the same refining process
that produces gasoline. The oil must have the proper viscosity, volatility, and cetane number for use
as a diesel fuel.
1. VOLATILITY. This is a measure of how easily a liquid evaporates. Gasoline vaporizes easily.
It has a high volatility. Diesel fuel has low volatility. It boils at a temperature of about 700ºF
[371ºC]. There are two grades of diesel fuel for automotive diesel engines, number 1 diesel and
number 2 diesel. Number 1 diesel is more volatile. It is used when temperatures are very low.
Number 2 diesel is the recommended fuel in most automotive diesel engines for most driving
conditions. The less-volatile fuel usually has a higher heating value. When it burns, more
energy is available than from a fuel with higher volatility.

2. VISCOSITY. This refers to a liquid’s resistance to flow. The lower the viscosity the more easily
the liquid flows. Diesel fuel must have a relatively low viscosity. It must flow through the fuel-
system lines and spray into the engine cylinders with little resistance. Oil with high viscosity
will not break into fine particles when sprayed. Large particles burn slowly resulting in poor
engine performance. If viscosity is too low, the oil will not lubricate the moving parts in the
injection pump and injection nozzles. Damage may result. Number 2 diesel has the right
viscosity for most driving conditions. Number 1 diesel has lower viscosity so it will flow and
spray properly at low temperatures. The owner’s manual gives the proper fuel or blend to use
for the conditions.

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Cetane Number
The cetane number refers to the ease with
which diesel fuel ignites. A high cetane number
means the fuel is fast burning and ignites easily
at a relatively low temperature. A low cetane
number means the fuel is slower burning and
requires a higher temperature to ignite.

Diesel fuel with a low cetane number takes a

little longer to ignite. This may cause excessive
ignition lag. During this slight delay, the fuel
collects in the cylinder. When ignition does
occur, all the fuel ignites at once. The pressure
goes up quickly and combustion knock results. Figure 2. The higher the cetane number of the
This is similar to spark knock or detonation in a diesel fuel, the faster the fuel burns. The higher
spark-ignition engine. the octane number of gasoline, the slower it
High cetane fuel ignites as soon as it enters the burns. (Ford Motor Company)
cylinder.

2 -Characteristics of diesel fuel

The diesel fuel it should have the following characteristic:
I- it should have high heating value
II- it should not leave behind much residue or ash after burning.
III- It should burn smoothly in controlled manner.
IV- Ti should not require much space for storing

High- quality diesel fuels are characterized by the following features.

 High cetane number
 Relatively low upper boiling limit
 Narrow density and viscosity spread
 Low aromatic compounds content
 Low Sulfur content

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In addition, the following characteristics are particularly important for the service life and
consistent function of fuel- injection systems
 Good lubricant qualities
 Absence of free water
 Low dirty content
3-Diesel engine fuel supply system
The main component of the fuel tank, fuel pipes, coarse filter, fuel feed pump, fine filter,
high-pressure fuel injection pump and injector. The classification of fuel system for diesel
engine is based on the design of its principal elements, the high-pressure pump and the injector.
Diesel motor vehicles generally employ two types of fuel system, high pressure pump and
injector as separate units and high pressure pump and injector as a single unit.
The high-pressure pump is the main and the most complicated component of the fuel
system. It meters out the fuel matching with the engine duty, supplies it to the injector and
ensures the require injection pressure. The fuel is pumped at a very high pressure through an
injector with a nozzle from which it emerges as a fine spray into the cylinder at the end of
compression stroke.
It is vary important to correctly filter fuel before it reaches the injection pump even if the
correct grade and type of fuel is used, the fuel feed pump transfer fuel from the tank to the high-
pressure pump.

Figure 1

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 3.1-Fuel Tank
Fuel tank layout construction, materials, filling and venting have already been dealt in diesel engine
fuel systems, However , it may be desirable to form a sump in the base of the tank in which water
if any accumulates.
This also keeps the lower end of the fuel pick-up point clear of any blockage due to Formation of
ice. However, there may be a possibility of formation of biological growth in the sump, in care the
vehicle remains us used for long time. This requires periodical removal of water from the tank.
When the vehicle is negotiating corners, inclines or pumps fuel must not escape past the filler cap
or leak out of the pressure relief vents or valves the fuel tank must be fitted in a position where it is
sufficiently distant from the engine to ensure that fuel will not ignite in the event of an accident.
3.2-Fuel lines
The fuel lines for the low pressure stage can be either metal lines or flexible, fire resistant line with
braided steel armor, they must be routed so as to avoid contact with moving components that might
damage them and in such away that any leak fuel or evaporation can not collect or ignite.
The function of the fuel lines must not be imparted by twisting of the chassis movement of the
engine or any other simpler effects. All Parts that carry fuel must be protected from levels of heat
likely to have a negative effect on the operation of the system.
3.3-Fuel Filter
The job of fuel filter is to reduce contamination of the fuel by suspended particles. The fuel filter is
used to keep away impurities and water from the injection pump and the injectors. The fuel filter
must also be capable of accumulating an adequate quantity of particles in order that servicing
intervals are sufficiently long.
3.3.1-Types of fuel Filter
There are different types of fuel filters like
I. single stage fuel filter
II. Multi stage fuel filter
III. Parallel flow fuel filter
IV. Box type fuel filter
I. Single stage fuel filter are a filter that to receive the fuel through the holes for fuel
supply and return through return line and to draw the water from the filter through water
trap.

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 II. Multi stage fuel filter is the first stage or course filter and the second stage or
fine (micro) filter.
III. Parallel flow fuel filter are used on larger diesel engines above 118KW. The
incoming fuel is divided equally between the tow filter boxes, so that the effect filter area is
doubled,
IV. Box type fuel filters are it has four filter holes for the unfiltered fuel. One filter hole
for the filtered fuel. The out let hole is tapped and is also used to screw the filter box to the cover.

3.4-Fuel Feed Pump

The fuel feed Pump used for the diesel engine is similar to that of a fuel lift pump for the petrol
engine. It delivers the fuel from the tank to the injection pump continuously and at a reasonable
pressure.
Diaphragm Type Pump
Diaphragm type fuel transfer pumps are similar to the lift pumps used for petrol engines. The rod
connected to the diaphragm is pulled up in stead of pulled down by the cam mechanism. The return
spring using used for the diaphragm is weaker than that used for the push rod consequently, as the
cam nose rotates part its top dead center, the push rod is pulled down by its return spring until the
head formed at its upper end bears against the seating in the boss of the diaphragm carrier, so that
the diaphragm is pulled down with it. The pressure differential in the chamber above the diaphragm
causes the inlet valve to open so that it is filled with fuel. On the return stroke, the in let value
closes and the delivery value opens, and the fuel is delivered by the action of the diaphragm return
spring, however, only at the rate to satisfy the demands of the engine.
Plunger type pumps
Two plunger type pumps are available one single and the other double action, The former has the
disadvantage that in extreme conditions its delivery pressure can fall to zero between pumping
strokes . On some models these pumps and actuated by the cams. The single acting version uses a
cam- actuated piston in a cylinder flanked by non- return value. The piston is lifted by its return
springs, so that fuel is drawn into the pressure chamber through the port on the right and a filter
and non- return valve. When the cam acting on a roller follower and push rod, forces the piston
down again, the non- return value on the inlet side closes and that over the transfer port on the
other side opens, allowing the fuel to pass up in to the chamber above the piston.

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As the cam follower and the push rod rise, the piston is pushed up wards by its return spring
generating pressure, which closes the non- return value over the transfer port, displacing the
fuel above it through the out let port to the injection pump at the rate required by the engine.
The double- Acting version has no transfer value, but has two inlet and two delivery valves,
with each stroke, fuel is down directly through the filter into the chamber on one side of the
piston while, that on the side it is delivered to the injection pump.

Figure 2

Figure 3(a)

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 Figure 2b

4- The functions of the injection pump are as follows

a. It supplies fuel precisely at the right point in the diesel cycle for the pressure build up
resulting from ignition that occurs at and after TDC. with current emissions regulations the
injection is requited to be varied with engine speed and load.

b. Since the chemical energy content of the fuel injected primarily determines the power out
put, the pump meters the quantity delivered per cycle to match the torque speed relationship
demanded by the engine more over equal quantity of fuel should be supplied per injection to
each cylinder.

c. The fuel must have very have pressure energy so that the injector can effectively
atomize mix and evaporate it in the air in the extremely short time interval available in the
cycle. However, to achieve a high rate of delivery in the shortest possible time in a high speed
engine in principle the delivery characteristic should be rectangular pulse having an extremely
steep rise and terminations of pressure with affect top in between.

4.1-Types of injection pump

For automobile applications, the two most common used types of fuel injection pumps are:-

I. In line injection fuel pump

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Which comprises of a row cam actuated pumping elements, one for each cylinder of the engine
above a camshaft. This type of pump is most commonly used in diesel engines for heavy
commercial vehicles. The in line injector pump is multi- pumping element unit, there being one
element for each engine cylinder. Each element consists of a plunger, a barrel and delivery valves
which are arranged in a single row in a casing made in two parts.

a. A steel T- shaped body containing the fuel passages and pumping element

b. An aluminum alloy cam box and governor housing which contains the camshaft
and bearings cam followers, control rod governor assembly and operation linkage.

The function of the camshaft is to create the plunger movement for each pumping element so
that it occurs in the firing order and at the correct instant in the engines cycle of operation. The
followers are provided to relay the com-lobe lift to the plungers and the governor is there to sense
the changing engine speed and in conjunction with the accelerator level position, automatically
regulate the amount of fuel permitted to be injected into the combustion chamber.

In line injection pump is used to send a highly pressurized metered and timed quantities of
diesel fuel to the injection nozzles

.
Figure 3

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 Figure 3a Figure 3b

Working principle of in line type injection pump

Camshaft of the injection pump rotate by receiving torque from the timing gear sequence of
camshaft actuation is as follow.

Camshaft  Roller tappet  adjusting screw and nut plunger.

The plunger’s actual stroke is constant. The delivery quantity is changed by altering the
plunger’s effective stroke. Inclined helices have been machined into the plunger for this purpose so
that the plunger’s effective stroke changes when it is retarded. Active pumping starts when the
upper edge of the plunger closes the intake port. The high pressure chamber above the plunger is
connected by a vertical groove to the chamber below the helix. Delivery ceases when the helix
uncovers the intake port.

Various helix designs are employed in the plunger .On plunger and barrel assemblies with a
lower helix only pumping always begins at the some stroke travel, the plunger being rotated to
advance or retard the end of delivery. An upper helix can be employed to vary the start of delivery.
There are also plunger and barrel assemblies on the market which combine upper and lower
helices in a single unit.

The plunger moves up and down inside the barrel by the actuation of the cam and return spring of
the plunger respectively.

The actuation of the driver on the control rod or control rack results the following movements of
parts in the injection pump.

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 Control rod Quadrant gear  Control sleeve Plunger.

The plunger rotates inside the barrel for certain degree in order to vary the amount of fuel delivery.

a. Inlet phase

The plunger moves down the barrel and towards the end of its stroke uncovers both the inlet and
spill parts , the inlet port being opened slightly before the spill port fuel at lift pump pressure
will be forced through both parts to fill up the space above the plunger.

b. Sill cut off

The plunger moves up and both inlet and spill ports will be covered soon.

c. Effective stroke

The plunger delivery fuel during its further travel after the spill cut point. The fuel delivery will
continue until the helical groove uncovers the spill port.

d. Idle stroke

The plunger continues its movement toward TDC without fuel.

e. Stop position

The vertical groove is aligned to the spill port no fuel delivery is taking place at this point so the
engine ceases to work.

Figure 4

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 Figure 4b

Types of barrels

There are different types of barrels used in the injection pump. These are

1. Barrel with a single port

In this type of barrel fuel inlet and outlet is accomplished by this single hole.

2. Barrel with twin ports

The inlet of fuel takes place through both parts that is inlet and spill ports. But the out let
of fuel takes place only through the spill port.

3. Barrel will off- sated twin ports

The function of this barrel is the same as the above one but the inlet port is located at
the lower position relative to the spill port.

Types of plunger

Most of the plunger have almost get the same constructional fitures some of them are
distinguished by the connection of vertical groove and helical grooves . Based on this,
there are plungers with external connection and internal connection of the vertical and
helical grooves.

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 Figure 5

Start if delivery

As soon as the pump plunger has completed the preliminary phase the delivery stroke, the control
sleeve closes off the control port in the pump plunger. From this point on the pressure inside the
plunger chamber and fuel delivery begins.

The point at which fuel delivery and therefore fuel injection begins is altered by moving the
control sleeve vertically relative to the pump plunger when the control is close to the piston TDC,
the plunger lift to port closing is longer and the start of delivery is therefore later. When the
control sleeve is close to the pistons BDC positions, the plunger lift to port closing is shorter and
the start of injection earlier.

The com shape used determines the delivery velocity and the fuel- delivery rate as well as injection
pressure.

Spill

The positions effective delivery stroke ends when the helix in the pump plunger over laps
the spill port in the control sleeve and allows pressure to escape. Rotating the pump plunger by
means of the control rack changes the point at which this occurs and therefore the quantity of
fuel delivered in the same way as on a standard inline fuel injection pump.

II. Distributor or rotary type injection pump

The distributor type injection pump system serves several of the engine cylinders by one, two or
more plungers from which the fuel is directed to each cylinder by distributor system. This type of
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pump is used maximum on cars and light commercial vehicles. The fuel is injected to each
cylinder in turn by a distributor.

Distributor pumps are generally lighter and more compact, are less costly than their inline center
parts. They consist of a small, compact unit comprising the fuel pump high pressure fuel
injection pump and control mechanism. This type of pump usually incorporates a transfer pump
used for keeping if full of fuel and also for powering many of the control systems.

Figure 6

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 Description and construction of pumping unit

This pump unit consists of a single steel rotor which both forms the
pumping element and distribute the fuel and is designed to rotate in a stationary
steel cylindrical sleeve know as the hydraulic head.

The purpose of their pump is to deliver fuel to the injectors according to the
engine timing and load by a single pumping element.

The construction of rotary injection pump is as follow:- hydraulic head,

control speed, plunger, complete, distributor drive, roller ring pump housing
stop solenoid, Attitude corrector, delivery valve , spring link and yoke.

Figure 7

The basic systems of distributor pump as follow:-

1. Low pressure fuel supply

Driver at half crank shaft speed by a drive shaft a transfer pump having four vane delivery
fuel to the pumping chamber at a pressure set by the regulating valve. This fuel pressure
which rises with the engine speed is used to drive or operate the automatic advance unit. Also it
gives an over flow through the pump body which aids cooling and provides the self bleeding
features.

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2. High pressure fuel supply

High pressure in the helix and port controlled distributor injection pump generated by an
axial piston. The fuel flows through the delivery valve and the high pressure line to the nozzle
injects it into the engine’s combuition chamber. Besides rotating in the hydraulic head to give
the valve action the plunger is reciprocated through a constant stroke to produce the high
pressure. This axial movement is provided by a complete moving over a roller ring. The
quantity of high pressure fuel delivery to the injector via the out let position is controlled by the
position of the control speel.

3. Fuel shut off solenoid

Fuel shut off or stop position is provided by a solenoid operated valve, this cuts- off the fuel
supply to the inlet passage when the ignition key is switched- off.

4. Distributor plunger drive

A power transfer assembly transmits the rotational motion of a driver shaft or in put shaft at
half crank shaft speed is transmitted via a yoke and complete to provide rectory motion to the
pump plunger.

5- Unit injector

The unit injector is a combined pump and injection unit, and each unit serves one
cylinder .The engine cam shaft actuates all these. The main advantage of this design is that
fuel at the very high pressure is delivered for injection through a very short duct in the
injector itself, instead through along and relatively vulnerable pipe. It is less costly in terms of
hard ware then the other systems but has the disadvantage that is cannot be in corporate in
existing engines without major redesign and changes, which require installation of new
prediction equipment.

Unit injection uses a combined injection pump and nozzle for each cylinder. It eliminates long
high pressure pipelines from pump to injector, and there by reduces the compressibility and
wave effects associated with them consequently; it is possible to attain very high injection
pressures so that smoke can be reduced. Also by reducing the degree of air swirl needed, high
pressure improves volumetric efficiency and reduces heat loss to coolant. Therefore unit
injection also offers a reduction in fuel consumption.
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 5.1-Working principle

Inactive phase

High pressure fuel is continuously fuel fed from the common rail directly to the injector nozzle
internal fuel gallery via the vertical passage way. During this inactive period the solenoid is de
energized. This causes the injector -control –valve to close the leak- off passage and to open the
passage joining the common rail to the control plunger chamber. Consequently the pressure on
top of the control plunger holds the needle valve in its closed position down on its seat.

Injection begins

At a given instant determined by the electronic control unit, and electric pulse energizes the
injector control solenoid. This pulls the control- valve to wards the solenoid winding and closes
the high pressure fuel passage leading to the control plunger and opens the leak- off passage.
The fuel pressure above the control plunger instantly collapses, where as the fuel in the nozzle
fuel gallery remains at the high constant common rail pressure consequently the fuel
pressure under neath the tapered needle shoulder is now able to lift the needle valve clear of
its seat against the down ward resisting thrust of the control spring fuel will thus be
discharged through the sack and out of the nozzle haler in the form of a finely atomized
spray.

Injection ends

When the calculated amount of fuel has been injected the injector control solenoid is de-
energized. This enables the armature return-spring to very quickly push the injector control
valve to a position where the leak off passage is closed and the high pressure passage leading to
the control plunger is open. Immediately common rail pressure is exerted on top of the control
plunger.

This counteracts the common rail pressure up thrust under neath the tapered shoulder of the
needle valve and permits the control springs to snap down the needle valve on to its seats
hence the injection phase ceases.

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 The quantity of fuel discharged into the combination chamber per cycle is proportaional to the
time the injector solenoid is energized that is the duration of pressure application on top of the
control plunger. As a result it produces a hydraulic lock which prevents the needle valve
opening.

5.2-One way orifice

The one way orifice is in corporated above the control plunger to provide an unrestricted
pressure build-up to the plunger control chamber but offers a high flow resistance during
pressure release form this chamber . Subsequently this produces a gradual initial injection
pressure rise and a sharp cut -off at the end of injection.

6-Injector unit

The function of these injectors is to inject and atomise the fuel into the combustion chamber at the
correct instant the engine is operating cycle. They are mounted on the cylinder head and are
triggered off by a predetermined pressure rise in the high pressure pip lines. The main functions of
the injector are:-

I. To develop the pressure at which injection begins.

II. To control the rate of injection for achieving the required rate of increase in pressure and
a combustion process that is complete with out generating harmful emission.

III. To inject the fuel into the combustion chamber in a manner such that all of it atomises.

IV. To terminate injection instantaneously at the appropriate time, with out any dribble of
after- injection leaving the combustion chamber completely sealed off from the fuel system.

From the above considerations it is necessary to aim the injection holes to wards specific
parts of the combustion chamber and also to have the extreme dimensional accuracy with very
close manufacturing teleraces, which is also to be maintain in service.

A pre-compressed coil spring is most injectors bears down on the upper end of a needle
valve, and thus holds its lower end on its seat.

The value is lifted from its seat by the steeply rising pressure of the fuel between 5 and 28
Kpa acting on the cross sectional area equal to that of the bore of the guide less that of the
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 valve seat . The initial lift rate is influenced also by the valve seat angle and width, immediately
the valve has lifted this area increases to that of the guide bore less the orifice.

The high velocity of flow through the valve seating area in addition to the tendency for
evaporation to start, atomise the fuel.

The rate of delivery of fuel and the pattern of the spray are dependent on the effective cross
sectional area, length and shape of the short passages past the valve head of through the
hole or holes in the tip of the nozzle.

6.1-Types of injector

There are three basic types of nozzle in common use.

a. The pintle type

b. The hole type

c. Two stage injection (pintaux) type

In a pin the type nozzle most of these parameters are to great extent a function initially of the
profile of the pin like extension of its end or pentle.

Nozzle holder

It is a forged steel flanged housing bolted to the engine’s cylinder head and it supports the various
parts. A threaded inlet port is formed to support on inlet adapter, and supply hole is drilled to
intersect the pressure face junction between the nozzle holder and the nozzle body.

Nozzle body

It is a shouldered cylindrical and centrally bored steel body, which supports the needle valve. The
bottom of the central blind hole is conically ground to form the nozzle valve seat. Three to five very
small holes are drilled into the closed end of the nozzle top to form the spraying nozzle. An internal
groove cavity known as the fuel gallery is machined half way down the central hole. To intersect
this fuel gallery, equally spaced three-feed holes are drilled around the nozzle bore.

Needle valve

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Needle valve resembles a cylindrical spindle which has two sections of different diameters. The
large portion forms a lapped fit with the nozzle body.

The smaller diameter portion has a large clearance between it and the nozzle body. A small amount
of leakage between the tapped nozzle body and the needle portion is allowed to lubricate the
rubbing surface.

Spindle

Spindale relays the spring thrust to the needle valve from the spring, positioned between the
spring cap adjustment nut and the counter sunk threaded hole in the nozzle holder. It, there fore,
forces the needle valve on to the nozzle body seat.

Injector spring

It is a helical- coil compression spring placed between the spring cap adjustment nut and the
spindle .It is located by both upper and lower spring plates. The spring keeps the needle valve
closed until the opening fuel line pressure set valve is reached, and also closes the needle valve
when this fuel line pressure collapses. The opening fuel line pressure can be varied by adjusting
the initial degree of spring compression.

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 Figure 9

6.2-Injector action

Residual line pressure

Existing pressurized fuel in the high pressure pipe line enters the inlet port and then flows
through the passages to fill up the annular space formed between the needle and the nozzle body.
The pressure of this trapped annual column of fuel bears down on the floor of the nozzle at the
lower end and presses upward on the tapered shoulder of the needle at the top end. The spring force
at this stage is sufficiently large to maintain the needle tight on its seat.

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Injection begins

When the fuel pressure generated in the injection pump reaches some predetermined intensity, they
delivery valve will open, permitting more fuel to enter the high pressure pipe. This movement of
fuel will increases the pressure under neath the needle’s tapered shoulder until the equal and
opposite reaction form the floor of the nozzle exceeds the spring load. Consequently the needle is
lifted clear of its seat causing the fuel to be forced through the sack and out of the nozzle tip holes
in the form of a finely atomised spray.

Injection ends

The generated injection pressure collapses, due either to the spill port of the inline pump opening
or to the rollers moving beyond the first cam-lobe peak in the case of the distributor pump
immediately the spring load exceeds the opposing hydraulic residual pressure and the needle valve
snaps shut.

7-GOVERNOR
7.1- Types of Governors
Numerous types of governors are manufactured and fig a specific engine application and each
capable of readjusting automatically to its lead and speed there are different types of governor
are there:-
1. Mechanical governor
2. Pneumatic governor
3. Servo governor’
4. Hydraulic governor
5. Electronic governor
The name of the governor indicates its design and its ability to control speed and /or load.
However, regardless of the type of governor required to do a particular job, each must perform
two major tasks the governor must measure engine RPM and it must have the capability (power)
of morning the fuel rack or controlling the fuel flow or the pressure speed and prevent the engine
from over speeding.
1. Maximum speed and prevent the engine form over speeding
2. Centro idle speed to prevent the engine from stalling
3. Regulate engine speed between low and high idle
4. Be capable of providing more fuel when the engine was down to maximum torque.
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5. Have the capability to shut down the engine and
6. Have the capability of providing fuel for starting.
A diesel engine should run smoothly and evenly at idle speed to ensure that it does not stall.
But in addition to this if must not be allowed to exceed to this it must not be allowed to exceed
its maximum engine speed limit or run away. These requirements are fulfilled by the governor.
It operator either in accordance with engine speed or with intake manifold depression in either
case, it varies the amount of fuel injected into the engine by the injection pump and thus
controls running speed. Governors which respond to speed of rotation are referred to as
centrifugal governors on treks with diesel engines, no active control is needed in many cases
between idle speed and maximum permitted engine speed.
The centrifugal mechanical governor is mounted on the fuel injection pump. The pump is
control rack is connected by a rod linkage to the governor. The control level on the governor
housing forms the link to the accelerator pedal.
There are two possible governor movements design with centrifugal governors.
The operation of centrifugal governor based on the engine seed. Centrifugal governor is also
called idle/maximum speed governor because the speed range between ideal and maximum can
be selected by the actuation of driver on the control rod.

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 Figure 10a/b

Figure 10c
Pneumatic governor
The pneumatic governor consists of two main sections the throttle buffer fly stub
pipe and the diaphragm block. The vacuum type governor is based on the intake
manifold depression. The stub pipe is attached to the engine’s intake pipe and
carries the air cleaner. The connections for the pipe and buffer fly are located at the
narrowest point in the pipe. The diaphragm block, which is attached to the one end
face of the injection pump, is divided into two chambers by leather diaphragm. i.e
the atmospheric pressure chamber and vacuum chamber.

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 Figure 11
The atmospheric pressure chamber is connected to the out side air, the vacuum
chamber is connected by a hose to the venture of the intake manifold
The pneumatic governor control all speed ranged rather than the maximum speed
by the actuation of the intake manifold vacuum, But the maximum speed is
limited by the actuation of the venture vacuum.
Pneumatic governor is always used with only in line type injection pump. The
rotary type injection pump uses a different type centrifugal governor.

Injection advance
Higher performance us obtained form a diesel engine of the start of fuel injection is
advanced as engine speed increased. This is achieved with the aid of an automatic
injection time which is capable of resulting the injection pump by up to eight (8)
degrees in relation to the derive shaft while on operation. This has the effect of
advancing the start of injection by eight (8) degrees as well.

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 Figure 12
 Taper RQ and RQV governor: - the governor springs are fitted inside the fly
weights. The two fly weights then each act directly on a set of springs which are
dimensioned for the relevant nominal speed and corresponding proportional response.
 Types RSV, RS and RSK: - The centrifugal force acts via a lever system on the
governor spring that is external to the two fly weights. The two fly weights then act via the
sliding belt on the tensioning lever to which the governor spring is attached and acting in
the opposite direction.
On the type RSV sever nor (Variable speed governor) the driver sets the deviled engine
speed by tensioning the governor spring by means of the control lever.
On the type RS/RSF governor ( minimum/ maximum speed governor) the governor
spring setting for the high idle speed is fixed and can not be altered by means of
accelerator pedal. The governor springs in the movements are chosen so that the spring
force and the centrifuge force are in equilibrium at the desired speed when that speed is
exceeded the greater centrifugal force of the weights moves the control rack by means of
a lever system and reduces the pumps delivery quantity,

Bleeding the injection fuel system

The fuel injection system works correctly only when there is no air bubble in the pipe line.
To remove air bubble form the pipeline, filters and injection pump is called bleeding, to

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 remove air bubble there is bleeder screw or air vent screw on the filter is done by opening the
bleeder screws. Whenever the filter or pipe is replaced bleeding should be done.
When nozzle holder maintenance the nozzle holder should be washed in clean paraffin, care
being taken to protect the pressure face. This face must register with the nozzle pressure faces
clean by and squarely to form a high pressure joint and should be handle in such a way as to
avoid damage to it.
Flouts in the injection fuel system
The following flouts may occur in the injection fuel system:-
 Fuel does not reach to the cylinder
 Chocking of filters
 Feed pump not working satisfactorily
 Leakage in the pipe line
 Chocking of vent hole in the cap of the fuel tank
 Leakage in the inlet and out let valves of the feed pump
 Hard working of control rod of the injection pump
 Sticking of delivery valve
 Wear in coupling of the injection pump
 Hard working of lever of the governor
 leakage in the injector pipe
 Seizing of the injector nozzle.
9-Summery
In general the diesel fuel system in a diesel engine supplies fuel to the cylinder atomized and
partly distributes it in the combustion chamber.
Diesel fuel is the light oil, and is made from crude oil by the same distillation process which
produces gasoline. The characteristic of diesel fuel are, it should have high heating value, burn
smoothly in a controlled manner and e.t.c.
The high quality diesel fuels are characterized by high cetane number, relatively low upper boiling
limit narrow density and viscosity spread, low sulfur content.
The fuel injection system has the task of supplying a precisely metered volume o fuel to the
combustion chamber at the correct moment and for the required period t suit engine load and the
engine’s combustion process.

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The main components of the fuel tank, fuel pipes, coarse filter, fuel feed pump, high pressure fuel
injection pump and injector. It is important to correctly filter fuel before it reaches the injection
pump even if the correct grade and type of is used.
The unit injector is a combined pump and injection unit and for each cylinder. Generally a
common rail unit injector is dividing into three types, MUI, MEUI, and HEUI.
The liquid fuel supplied by a reciprocating plunger pump, is delivered through small bore steel
pipelines to the injector, which break up the fuel to the required degree and delivers it to
combustion region in the chamber. The diesel engine speed is controlled by changing the area of the
passage at the intake of the fuel injection pump. Therefore governors control the intake fuel to the
cylinder.

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