M2- ic engine

Diesel fuel system

Layout of a conventional diesel fuel system.

FUEL INJECTION SYSTEM IN DIESEL ENGINE

 The function of a fuel injection system is to inject proper quantity of fuel into the engine
cylinders at the correct time and at a pre-determined rate.

 fuel injection systems

1, solid injection system.

2, air injection system.

 solid injection system: only

the liquid fuel is injected.

Two types: 1, Common rail fuel

injection system

2, Individual pump
fuel injection system

 air injection system: liquid fuel

is injected along with
compressed air.

 The air injection system is

less reliable, less efficient and
requires an air compressor for
supplying air at 7 MPa or
higher pressure (which
consumes upto 10% of the
power output of the engine),
due to which reasons it has become obsolete.

Common rail fuel injection system

 This type of fuel supply system is used in the diesel engine, commonly known as Jimmy
 diesel.

 In this a single injection pump with

injector, called as unit injector is
employed on each cylinder.

 The unit injectors are operated by rocker

arms and springs similar to the engine
valves.

 A linkage connects the control racks of

all the unit injectors, so that fuel
injection in all the cylinders may be
equal and simultaneously controlled.

 The fuel is taken from the fuel tank through a filter, to the low-pressure common rail and
therefore, to all the unit injectors. This avoids the high-pressure fuel lines necessary in
the individual pump system. Any excess fuel from the relief valve is returned to the fuel
tank.

Individual pump fuel injection system

 In this system Fuel is drawn from the fuel tank by means of a fuel feed pump which is
operated from the injection pump camshaft.

 Generally, the plunger type or the diaphragm type of fuel feed pumps are employed in
automobiles.

 The pump is provided with hand-priming lever so that the diesel oil can be forced into the
system and the air bled out without turning the engine.

 The fuel is then passed through a filter and thence to the fuel injection pump. Without
the filter or with a poor-quality filter abrasive matter would reach the fuel injection pump
and injectors,

 It resulting in poor starting, irregular idling and deterioration in performance due to

decreased fuel delivery from the injection pump.

 The abrasive matter would also cause faulty spraying and leakage in the injectors thus
resulting in increased fuel consumption and heavy exhaust smoke.
  The fuel injection pump then, injects definite quantity of fuel into individual cylinders in
tum according to firing order, through injectors fitted on them.

 The injection pump is gear driven from the engine camshaft so that it is driven at half the
engine speed. Contained in the injection pump on its side, is a governor which provides
automatic speed control, relative to any set position of the accelerator pedal.

 Any excess fuel after lubrication of injector nozzle is returned to the fuel tank.

Fuel filters or diesel supply filter

1. sedimentation type Primary filter

 The most commonly used primary filter for

diesel fuel is the wire gauge installed on the
suction side of the feed pump,

 This type may become chocked in winter due

to the formation of wax and ice. Moreover, it
does not absorb any moisture in the fuel. A
better alternative is to use a sedimentation
type primary filter.

 It should be noted that diesel fuel is lighter than

the impurities (water and solid particles), due
to which reason the later have higher inertia
and tend to gravitate quickly to the lowest
position.

 if the fuel is allowed to become static.

 Working: The fuel from the tank enters the filter

and flows around the conical diffuser funnel to
accelerate downwards to the sediments
chamber.

 The impurities being heavier, tend to move further down towards the bottom and settle
there on account of the slow movement of the fuel through the chamber, its size being
relatively large.

 The impurities thus settled down can be drained off periodically. The clean oil passes to
the outlet of the filter. Such filters will also hold back wax crystals formed within the fuel
at low atmospheric temperatures, without clogging the filter element.
Resin-impregnated paper elements are now being used in most filters. On an average, such
elements filter out about 95% of abrasive particles. These can also filter water content up to 3%
of fuel.

2. secondary filter

o The secondary filter is installed after the feed pump and it separates out abrasive
particles and any water in the fuel. One such secondary filter is shown in Fig 10.6.

o Working: The fine pores of the filter element retain the abrasive particles and other solid
impurities, except water droplets which are forced through the element.

o They have passed the element, electronic attraction produced by the resin impregnated
element causes these droplets to be pulled toward each other and continue to form
larger droplets which being heavier tend to settle down in the relatively larger sediments
chamber. The lighter fuel then passes onto the filter outlet.

fuel feed pump

 This feeds the fuel from the fuel tank to the injection pump at a rate which varies with
the engine requirements.

 It is driven from an eccentric or cam on the injection pump camshaft or the engine
camshaft.

 In some systems, this pump is called a transfer pump or else, a lift pump.

 The feed pump is usually a part of the injection pump assembly. Some are mounted on
the outside of the injection pumps housing, while others are enclosed in the housing.

 Various types of feed pumps are used for the automobile engines. They may be either
the diaphragm type similar to the one used on petrol engines, or else they may be gear
type, vane type or the plunger type

 The main part of the pump are a barrel,plunger,plunger,return spring ,spindle, suction
and delivery valves, roller tappet and hand primer.

 Working: The plunger is driven from the eccentric on the camshaft of the injection pump,
through the roller tappet and the spindle. The return stroke of the piston is affected by
means of the plunger return spring.

 When eccentric at the minimum throw, the plunger moves inwards by the pressure of
the return spring. This creates a suction which lifts the suction valve, drawing fuel from
the fuel tank to the front side of the plunger.
  When the plunger moves against the spring force, the suction valve is closed and the
fuel is forced through the delivery valve, to the back side of the plunger.

 Simultaneously repeating this process, fresh fuel is also drawn through the suction valve
to the front side of the plunger.

Pressure relief valve

Since the fuel delivered is very much in excess of the engine requirements, a back pressure
builds up on the plunger by the increased fuel pressure, against the force of the return spring
there by rendering the pump in operative till the fuel is consumed and pressure behind the
plunger falls. Thus, it is seen that the fuel feed pump line pressure is determined by the
stiffness of the plunger return spring. A pressure relief valve in the system keeps the diesel oil
delivered by the fuel feed pump between 55 and 85 kPa.

 The hand priming pump is meant to bleed the fuel supply system when required. If the
engine has not been working for a considerable period, the fuel lines may be dry and
filled by air hence they cannot supply fuel properly.

 The fuel can be transferred rapidly from the fuel tank to the fuel injection pump by
hand-priming pump.

FUEL INJECTION PUMP

 The function of a fuel injection pump is to deliver accurately, metered quantity

of fuel under high pressure, at the correct instant and in the correct sequence,
to the injector fitted on each engine cylinder.

 The injection pressures generally employed in case of automotive engine fuel injection
range from 7 to 30 MPa. In some systems injection pressures can be as high as 200
MPa.

 The injection pump is driven from the engine's timing gears and its output is
controlled by the driver through accelerator pedal.

 As the volume of fuel to be metered for each injection is very small and frequency of
injection quite high, manufactured to very high precision.

Types of fuel injection pumps

1.
 1. jerk pump type
2, distributor type pumps

Working of Inline jerk type FIP

 The main parts of the pump are the delivery valve,

plunger, control sleeve and control rack.

 delivery valve is a spring-loaded valve.

 The plunger contains a helix at its upper end,

which serves to control the quantity of fuel to be
injected the plunger is operated by means of cam
and tappet.

Working of the injection pump

 consider the position of the plunger at the

bottom of stroke. In this position, both the
intake and the spill ports are uncovered.

 plunger moves up, it covers the two ports

and exerts pressure on the fuel at the top and
then to the delivery valve which opens
 against the spring force, thereby delivering the fuel under pressure.

 The helix uncovers the spill port, the fuel escapes through the vertical slot in the
plunger and the spill port and pressure is released, shutting the valve down on its seat.

 The delivery valve has an annular groove and four longitudinal grooves. The lowering
of the delivery valve at the end of delivery increases the space on delivery side by an
amount equal to that of the relief plunger, due to which a sudden decrease of pressure
occurs in the delivery line causing the injector to close immediately. Thus, any tendency
to dribbling" or secondary injection is eliminated.

We have seen so far that fuel delivery starts when the plunger just covers the intake and the spill
ports and ends when the helix just uncovers the spill port so as to release pressure via the
vertical slot. Out of these events the first one,

“start of delivery cannot be varied, but end of delivery can be timed to occur earlier or later,
thus varying the quantity of fuel injected according to requirements. This is done by rotating
by movement of control rack.”

Distributor type fuel injection pump

 There is a single
pumping element in this type
of pump and the fuel is
 distributed to each cylinder by means of a rotor.

 The rotor has a central longitudinal passage and a set of radial holes (suction
ports-level AA) equal to the number of engine cylinders.

 Similarly, the outer sleeve also has a set of equal number of holes (delivery
ports) at a different level BB. which are offset from the suction ports.

 Besides there is a metering port in the sleeve for the fuel intake at level AA and
a distribution port in the rotor at level BB. This distribution port is connected to
the central passage in the rotor.

 Each of the delivery ports is connected to the high-pressure delivery lines

leading to injectors on the engine cylinders.

working
 As the rotor revolves, the suction ports align with the intake metering port one by one,
Distribution port aligns with the delivery ports in turn, though these alignments of
suction ports and the distribution port with the relevant ports take place at different
instants.

 The lower end of the central passage in the rotor opens into a chamber in which two
opposed pumping plungers are housed.

 As the rotor rotates, a stationary ring with internal cams operates the plungers through
rollers and shoes which are placed in slots into the rotor base.

 The number of lobes on the cam ring is equal to the number of engine cylinders and
these are evenly spaced around the ring.

 The pump plungers move away from each other, the fuel is drawn into the central rotor
passage from the inlet port through suction ports. [Figs. 10.18 (a) and 10.19 (a)].

 The pump plungers move towards, fuel thus charged is delivered to each cylinder in turn
at high pressure, when the distribution port in the rotor coincides with the delivery port
for any cylinder [Figs. 10.18 (b) and 10.19 (b)].

 A metering valve controlled by the governor or hand throttle regulates the amount of fuel
entering the rotor.

 Pressing the accelerator pedal increases the area of the metering port allowing more
fuel to enter rotor, thereby increasing the engine speed.
  The maximum amount of fuel intake to the pump is controlled by adjusting the outward
travel of the pump plungers.

 Each cam on the stationary ring has usually two peaks. When the roller reaches first
peak, which is higher, fuel injection stops. The valley next causes a rapid reduction in
pressure in the injector pipe, preventing dribbling.

 The second peak on the cam prevents the pipeline pressure from collapsing completely
for a time long enough for the distribution port to be cut off from the delivery port. This
ensures a residual pressure in the delivery port and the injector to be maintained during
cut off.

 The fuel injection timing in this type of pump is controlled by rotating the internal-cam
ring.

 As the engine speed increases, the fuel feed pump delivery pressure increases. This
increase in the pump pressure is utilized to move the cam in an advance direction, thus
providing more timing advance with the increase of engine speed.

advantages

Small size and less weight are the main advantages of this type of pump.

FUEL INJECTOR

1. This is also known as nozzle, atomizer or fuel

valve

2. function: inject the fuel in to the cylinder in

properly atomised form and in proper quantity.

3. It consists of mainly nozzle, nozzle holder,

screwed cap, nozzle valve, spring-loaded
spindle,

Working of fuel injector,

 The nozzle, nozzle holder being connected to

the later by means of a screwed cap.

 A spring-loaded spindle in the nozzle holder

keeps the nozzle valve pressed against its seat
in the nozzle body, till the fuel supplied by fuel
 injection pump through inlet passage exerts sufficient pressure so as to lift the nozzle
valve against the spring force, when a spray of atomised fuel is fed into the
combustion chamber.

 The fuel spray continues till the delivery from injection pump is exhausted when the
spring pressure again suddenly closes the nozzle valve back on its seat.

 The actual opening fuel-line pressure can be varied by adjusting the initial degree of
spring compression.

 A small quantity of fuel is purposely allowed to leak between the nozzle valve and its
guide for lubrication purpose. The fuel accumulated around the spindle in this way is
drained back to the fuel tank through the leak off connection.

 Adjusting screw provided at the top serves to adjust the tension in the spring, and hence
the pressure at which the nozzle valve opens.

TYPES OF FUEL INJECTOR

The nozzles used may be classified broadly into the

1. hole type [Fig. 10.22)

2. pintle type (Fig.10.23)

Hole type nozzles

Hole type nozzles are generally used in engines with open type combustion chambers,

Pintle type nozzles

  Pintle type nozzles are common in engines with pre-combustion chambers and some
special swirl chambers.

 The pintle type nozzles carry an extension, which produces a hollow cone type spray.

 Main advantage is the self-cleaning property.

 In the throttling pintle type of nozzle the pintle is much longer and is also shaped like a
truncated cone at its lower end. Such a shape causes only a small amount of the fuel
to be injected as the injection starts, the rate of injection increasing gradually as the
pintle protrudes further from the nozzle end. pintle type nozzles varies from 7 to 15
MPa pressure.

 The pintaux nozzle (Fig. 10.23 (c)] has been developed specially for the comet type
combustion chamber. This helps easy starting under cold conditions. The opening
pressure of hole type nozzles varies from 17 to 34 MPa.

Governors — purpose

in diesel engines the fuel delivered depends independently on the injection pump characteristic,
and the air intake of the engine.
Generally, the air intake decreases with speed of the engine, whereas the pump having a rising
characteristic, results in over injection at higher speeds.

At idling when the engine speed is less, the fuel delivered is also less when actually more fuel is
required; as a result, the engine will stop. Similarly with increased load on the engine, the fuel
delivered by the pump also increases, causing excessive carbon deposits and high exhaust
temperature.

On the other hand, a reduction of engine load will cause the speed to over shoot to dangerous
values.

A governor is, therefore, a necessity in case of diesel engines to control the fuel injected to
ensure optimum conditions at all speeds and loads within the range specified.

Types (Pneumatic and centrifugal governors)

From the point of view of method of operation, the governors may be classified as:

1. Mechanical governors

2. Pneumatic governor

3. Hydraulic governor

However, from the point of view of principle of governing, they may be the following types:

1. Maximum speed governor

2. All speed governor

Mechanical governor
 Two spring-loaded weights are mounted on the governor shaft which gets drive from the
engine.

 At one end, the bell crank levers carry balls

 other ends touch the lower surface of the flange on the governor shaft.

 As the engine speed increases, the centrifugal force due to the weights acts against the
spring tension force the bell crank sleeve move upward due to the movement the control
rack reduce the fuel supply.

 When speed decreases, due to the spring tension the bell crank lever and control rack
move to opposite direction by through the fuel delivery increased due to which engine
speed also increased.
Principle of mechanical governor rack on the fuel injection pump may be directly operated by
the driver through accelerator pedal and linkage, with a provision to override the driver control
at maximum speed which is limited by the amount of spring tension. Such a governor is called
the maximum speed governor

Pneumatic governor

 A pneumatic governor shown in

Fig.

 consists of two main parts, the

venturi unit and the diaphragm
unit.

 The venturi unit is connected

to the engine inlet manifold
and the diaphragm unit is fitted
on the fuel injection pump.

 The two units are connected

by a vacuum pipe.

 Accelerator pedal controls the

position of the butterfly valve
in the venturi unit and
hence the amount of vacuum
from the inlet which is applied to the diaphragm via the vacuum pipe. As the diaphragm
is connected to the fuel pump control rack, the rack is operated left or right depending
upon the amount of vacuum applied.

The position of the accelerator pedal determines the position of the pump control rack and
hence the amount of fuel injected.

Electronic diesel fuel system working,

 common rail diesel fuel system (CRS)
In contrast to conventional systems that build up pressure for each injection individually.

CRS (Common Rail System) decouples the fuel-pressure generation from the actual fuel
injection process. which resulting in optimal combustion under all conditions.

FUEL RAIL is a high-pressure accumulator element, is mounted along the engine block. The rail
is fed by a high-pressure fuel pump. This common rail feeds all the injectors on the engine. Thus,
the common rail, serves as the high-pressure reservoir where the injection pressure is
independent of the engine speed and load, due to which the injection parameters can be freely
controlled. The injectors themselves are activated by solenoid valves. Solenoid valves and the
fuel pump are electronically controlled.

Rail pressure is independent of engine speed so that high injection pressure can be produced
even at low engine speeds, if required.
 With CRS, high injection pressure is possible even at low engine speeds which leads to
more complete combustion of the fuel. In particular, it reduces black-smoke emissions. Besides,
at the same time, it becomes possible to increase engine torque in the lower engine speed
ranges.

Pilot injection (also called pre-injection) is a short burst of fuel before the main injection during
each combustion cycle. It helps reduce combustion noise. Thus, a double pre-injection would
result in less noise compared to a single pre-injection.

The main components of the system are the low-pressure pump, the high-pressure pump, the
common ECU, injection lines, the injectors, sensors and actuators.

WORKING:

THE fuel from the fuel tank is pumped by a low-pressure electric fuel pump through a
filter, to the high-pressure pump, which builds up the high pressure in the common rail with the
help of a pressure regulator valve which is controlled by an ECU (Electronic Control Unit)
through pressure sensor.

Thus, the fuel pressure in the rail is independent of engine speed and the injected fuel
quantity. A pressure limiter valve guards the system against excess pressure. The fuel is
injected in the engine combustion chamber by the injection nozzle of an injector controlled by a
solenoid-operated valve.

The size and shape of the injection nozzle determine the fuel quantity injected.

various sensors and their working

Mass airflow sensor - Tells the ECU the mass of air entering the engine.

Oxygen sensor(s) - Monitors the amount of oxygen in the exhaust so the ECU can determine
how rich or lean the fuel mixture is and make adjustments accordingly.

Throttle position sensor - Monitors the throttle valve position (which determines how much air
goes into the engine) so the ECU can respond quickly to changes increasing or decreasing the
fuel rate as necessary

Coolant temperature sensor - Allows the ECU to determine when the engine has reached its
proper operating temperature

Voltage sensor - Monitors the system voltage in the car so the ECU can raise the idle speed if
voltage is dropping (which would indicate a high electrical load)
Manifold absolute pressure sensor - Monitors the pressure of the air in the intake manifold. The
amount of air being drawn into the engine is a good indication of how much power it is
producing; and the more air that goes into the engine, the lower the manifold pressure, so this
reading is used to gauge how much power is being produced.

Engine speed sensor - Monitors engine speed, which is one of the factors used to calculate the
pulse width

fuel rail pressure sensor- The fuel rail sensor, commonly referred to as the fuel pressure
sensor, is an engine management component that is commonly found on diesel as put of the Fuel
injection system.
It is a part of vehicle’s fuel system and designed to monitor the fuel pressure that is present at the fuel
rail. The sensor sends this signal to the ECU, which then uses it to make adjustments to the vehicle’s
fuel and timing.

Low-pressure pump (fuel delivery pump)

It is an electrical fuel pump for pre-supply to the high-pressure pump. In the more advanced
systems. gear pump integrated with the high-pressure pump takes over pre-supply, making
additional electrical fuel pump obsolete.

High pressure pump (high pressure fuel injection pump)

This is a radial-piston pump which generates high pressure in the accumulator. The rail,
independent of engine speed and injected fuel quantity. engine drives the pump through
coupling, gear wheel, chain or toothed belt.

 Fuel injection pump – pressurizes fuel to high pressure

 High-pressure pipe – sends fuel to the injection nozzle
 Injection nozzle – injects the fuel into the cylinder
 Feed pump – sucks fuel from the fuel tank
 Fuel filter – filtrates the fuel
 Engine control unit

fuel tank

A fuel tank is a safe container for flammable fluids.

electronic diesel fuel injector

High-speed solenoid-controlled injectors integrated injection nozzles. A single such injector is
fitted to each cylinder. The injection process is controlled by ECU by trans- mitting an
optimally-timed trigger pulse to the injector solenoid. Actual flow of fuel depends upon (i)
injector nozzle's spray aperture, (ii) solenoid's opening duration, and (iii) rail pressure.

injection control

When the high-speed solenoid valve is closed, the fuel flow starts immediately towards
the injectors nozzle's spray orifice, thus marking the injection timing. The duration of the
solenoid valve closure determines the fuel quantity injected.

When the solenoid valve opens, fuel from the injector starts flowing into an overflow line.
This entire fuel injection process is defined by the electronic closed-loop control of the
solenoid. The ECU also takes care of many auxiliary functions, e.g., temperature-sensitive
injection timing, smooth running control and active surge suppression, besides providing the
diagnostic capabilities.

This system also reduces the combustion noise by means of pilot injection.

GLOW PLUGS, HEATER PLUG

 A heater plugs also called glow having low voltage (mostly 12 V) heating element at its
end is screwed into the swirl chamber of each cylinder.

 Pushing a heater button on the dash board heats the elements which heat the air in the
chamber.

 The heater push button is then released and engine get started by application of ignition
switch.

In recent low-voltage (12 V) glow system consists of ceramic Rapiterm sheathed-element glow
plugs, an electronic glow control unit and a software module integrated into the engine
ECU.These glow plugs are triggered by the control unit.

emission control devices.

There are 4 area in the automobile, which can emit pollutants into the atmosphere. They are the
fuel tank, the crankcase, the carburettor and the exhaust system.

Gasoline is a complex mixture of hundreds of different hydrocarbons like carbon monoxide (CO),
hydrocarbons (HC), Nitrogen oxides (NOx), lead(pb), suspended particulate matter (P.M.).

There are two different approaches have been followed:

 1. To reduce the formation of pollutants in the emissions by redesigning the engine ventilating system.
carburettor and fuel tank. The combustion chamber, along with fuel system.

2. To destroy the pollutants after these have been formed.

Emission control devices

1. CATALYTIC CONVERTER:

The excessive hydrocarbons back into the engine for combustion and provide an
additional area for oxidation or combustion to occur. This additional area is called a
catalytic converter.

2. PCV VALVE

The purpose of the positive crankcase ventilation (PCV) system is to take the vapours
produced in the crankcase during the normal combustion process, and redirecting them
into the air/fuel intake system to be burned during combustion. These vapours dilute the
air/fuel mixture, they have to be carefully controlled and metered

3. EGR VALVE

The purpose of the exhaust gas recirculation valve (EGR) valve is to meter a small
amount of exhaust gas into the intake system; this dilutes the air/fuel mixture so as to
lower the combustion chamber temperature. Excessive combustion chamber
temperature creates oxides of nitrogen, which is a major pollutant. While the EGR valve
is the most effective method of controlling oxides of nitrogen, in its very design it
adversely affects engine performance.

4. CHARCOAL CANISTER

The function of the fuel evaporative control system is to trap and store evaporative
emissions from the gas tank and carburettor. A charcoal canister is used to trap the fuel
vapours.