Lesson Outline

LESSON TITLE: Fuel Systems LESSON CODE: BN-5

TYPE LESSON: Lecture with visual aids

LESSON LENGTH: 180 minutes

A. INTRODUCTION

1. Gain Attention
Write here what you intend to do to create interest in this lesson.
Ask this question, “Of the several engine systems, which one has the most interest
for the mechanic?”
Someone will say it is the fuel system. Agree with that person and say, “Yes, it is the
fuel system, and that is the topic of this training class.”
2. Motivation
Write here what you will do to show the students why this topic is important for them
to learn.
Say, “You have all heard someone say an engine is an engine is an engine.” But, is
it true? Are all engines alike? Does each model and manufacturer have its own
unique features? One design characteristic, which sets Komatsu, Cummins, and
Detroit Diesel apart from one another, is differences in the concept of how to deliver
fuel to the cylinders. The fuel system is the most complex of engine systems. You
will have to pass a test of what you are about to learn before satisfactorily
completing the basic engine program.
3. Purpose
Tell the students the learning objectives of this lesson. Write each lesson objective
here.
Print on the flip chart in 2" block letters each of the following lesson objectives.
Tell the students, “The purpose of this lesson is for you to learn the following points.”
• Learn the functions of a fuel system.
• Learn the types of fuel systems and be able to explain their differences.
• Learn the structure and function of high-pressure fuel system components.
• Learn the structure and function of low-pressure fuel system components.

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B. LESSON CONTENT
1. Explain the Five Functions of a Fuel System
a. What To Do
Explain the five functions of a fuel system. Use the flip chart to print in 2" letters
the key words: supply, control, metering, timing, and injection. Pause after each
word to emphasize the following points:
• Supply - Fuel is supplied from tanks through filters and lines. A fuel transfer
pump creates initial flow.
• Control - an electric solenoid and/or the throttle linkage and a governor
regulate Fuel flow, which is usually included in the fuel pump.
• Metering - Measuring the amount to be injected.
• Timing (timing of injection) - The method used to insure that fuel will be
injected while all valves are closed and the piston is approaching top dead
center of the compression stroke.
• Injection - The method of getting atomized fuel into the cylinder. This insures
complete combustion of the fuel and consequently, maximum power exerted
on the piston and crankshaft.
b. Why Do It
To teach the students five functions of a fuel system. Also to prepare them for
learning how our particular fuel systems work.
c. How To Do It
Lecture using a flip chart as a teaching aid.
2. Explain the Differences in the Two Basic Types of Fuel Systems Found on Komatsu
Products Today
a. What To Do
Show one system at a time explaining its key features as indicated below.

• High Pressure System - Originally designed by Robert Bosch of Germany.

Sometimes called the multiple pump system. It uses one high-pressure piston
pump per cylinder. The pumps supply fuel-to-fuel nozzles, which function like
relief valves. When pressure in the individual fuel lines reaches the set value
of the spring inside the nozzle, fuel is relieved through the orifices in the
nozzle tip into the combustion chamber. Timing and metering of the fuel take
place in the fuel pump.
• Low-Pressure System - There are several types of low-pressure fuel
systems. The one that is found in Komatsu product lines is the Pressure-Time
system, from the Cummins Engine Company. This type system uses an
individual plunger type injector at each cylinder. This plunger times and
pressurizes the fuel at each injection. The upward and downward movement
of the injector plunger (timing) is controlled mechanically with a special
camshaft lobe, push rod, and rocker arm for each cylinder. A gear pump
provides a constant flow of fuel into the injector cup before each injection

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 through a fixed orifice. At any given speed, the orifice is open for a specific
time. The amount of fuel entering the cup depends on the pressure of the
fuel, which is set by the governor.
b. Why Do It
To teach the students the differences between the two major fuel systems found
on Komatsu products.
c. How To Do It
Lecture using slide 5-1 as a teaching aid.
3. Explain the Structure and Function of Components Common to Both Types of Fuel
Systems
a. What To Do
Before class gather examples of common fuel system parts. When explaining the
structure and function of the part, pass the appropriate example among the
students for their examination. Always keep these parts hidden from the students
until you are ready to talk about each one. Never display more than one at a
time, as the others will be a distraction. Emphasize the following points.

• Fuel tank - Point out the location of its parts. It has two valves, one for
periodically draining contaminants, and one to shut off the fuel when working
on the system. Normally, the fuel tank is located above the level of the engine
to allow unrestricted flow of fuel to the filter and pump.
• Fuel lines - The fuel lines must be the correct size, bends must be wide, the
filter and fittings not obstructive to the fuel flow.
• Filter - The fuel must pass through restricted passages within the fuel pump,
governor, and through very small holes in the injector/nozzles. The removal of
contaminants is absolutely necessary. Current Komatsu fuel filters are spin-
on canister types with a special resin treated paper element. A plug is
provided in the bottom to drain contaminants.
• Water separator - Some engines are equipped with a combination water
separator/filter. It has a space at the bottom for the accumulation of water and
a hand actuated drain valve. Some engines are equipped with a dual water
separator and filter adapter for double protection in severe environments.
• Fuel transfer pumps - The Cummins designed engines, equipped with the
pressure-time type system, have a single gear pump, which supplies all the
fuel flow for the entire system. When there is not excessive resistance to flow
or excessive wear, these pumps are very reliable.
Some Cummins and all Komatsu engines use a Robert Bosch type fuel
system. These systems use a fuel transfer pump, sometimes called a feed or
lift pump. The transfer pump transfers fuel from the tank, through the filter, to
the main multi-pump assembly. There are two basic designs, the piston type
and the diaphragm type. The piston pump type contains two valves, which
keep the fuel flowing in one direction. Both types have a priming function,

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 which is used to bleed air out of the system, and is also used when checking
or setting fuel injection timing.
• Fuel shut off devices - Cummins engines have electric fuel shut off
solenoids, which are activated when the key switch is activated. This allows
fuel to pass out of the pump.
Some Komatsu designed engines also have fuel shut off solenoids, but the
set up is different. Instead of directly interfering with the fuel flow, they are
connected to the governor by linkage.

Other Komatsu engines use an engine stop motor. It is connected to an

engine stop lever inside the governor and works very much like a windshield
wiper motor.
• Throttle linkage - usually the operator to control the fuel sent to the engine
uses a manually actuated linkage. Sometimes this linkage is also used to shut
off the fuel supply and stop the engine.
b. Why Do It
To teach the students structure and function of the common fuel system
components.
c. How To Do It
Lecture using actual fuel system parts as teaching aids. If parts are not available
or are not practical, use slides 5-2 to 5-10 as needed.
4. Explain the Structure and Function of the High Pressure System and Its
Components
a. What To Do
Begin by showing the fuel flow of a typical high-pressure system. Explain the
structure and function of each part. If possible, have examples of the system's
parts available for student examination. If you do have parts, show only one at a
time because the others will distract from what you are talking about at the
moment. Make the following points about each part.
• Pumps and governors - Multi-pump injector pumps are driven by the
injection pump drive gear in the drive train. This gear turns once for every two
turns of the crankshaft. The pump consists of a camshaft with lobes for each
cylinder. They push individual tappets at the appropriate time. This pushes
the plunger up so that fuel under pressure is sent to the injection nozzle. The
plungers have a slot through which fuel passes as it enters from the plunger
barrel. Rotation of the plunger with the governor and throttle linkage meters
the amount of fuel injected. At the top of each plunger is a delivery valve,
which prevents drain-back of fuel between injection cycles.
The RSUV governor is typical of the design of governors used on construction
equipment, with a multi-pump fuel system. It is attached to the pump, and the
pump camshaft drives the governor flyweight. The amount that the flyweight

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 is opened or closed depends upon the balance of centrifugal force, controlled
by the speed of the engine and governor spring tension. The opening and
closing of the flyweight is delivered to the injection pump control rack, through
the tension lever and other links inside the governor. Some governors, for
turbocharged engines, have a boost compensator, which acts to reduce black
smoke.
Rotary distributor type injector pumps have a lift pump, which draws fuel from
the tank and delivers it through the filter to the pump assembly. Inside the
distributor pump assembly is a vane supply pump, which pressurizes the
interior of the pump. Regulated internal pressure is fed to the distributor
plunger, which distributes high pressure to the injection nozzles. Leakage
from the nozzles is returned to the tank. Pump volume and fuel pressure (up
to 6.68 kg/cm² or 95 psi) increases with engine speed. A regulator valve
regulates the pump pressure. There is also a solenoid for shutting off the fuel
supply. The distributor pump plunger has a rotary and stroking motion, which
allows it to develop the required injection pressure, and distribute fuel to the
appropriate cylinder at the right time. The plunger has a distribution slot which
aligns with one of the discharge ports at the appropriate moment. A cam
plate, which is controlled by the governor, rotates the metering slot to control
the amount of fuel delivered. The governor uses a mechanical flyweight,
spring and linkage. A balance between the spring and flyweight force controls
a cam plate and consequently the metering of fuel.
• Injection nozzles - There are two basic types of injection nozzles; those that
use a screw for adjustment, and those that use shims for adjustment.
Remember that nozzles act like relief valves. When pressure in the line
exceeds the set pressure of the nozzle spring, the nozzle needle valve is
raised off its seat and fuel is relieved into the cylinder.
• Automatic Advance System - Some high-pressure fuel systems also have
an automatic timing advance. Its purpose is to automatically advance fuel
injection timing in proportion to increases in engine speed. It is either fitted to
the front of the multi-pump, or placed between the fuel pump drive gear and
the pump drive flange. Centrifugal force acts on flyweights to expand them,
thus changing the time of injection.
b. Why Do It
To teach structure and function of the high-pressure system components.
c. How To Do It
Lecture using slides 5-11 through 5-32 as teaching aids.

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5. Explain the Structure and Function of the Low Pressure System and Its Components
a. What To Do
Begin by showing the fuel flow of the low-pressure system. Then explain the
structure and function of each part. If possible, have examples of the system's
parts available for student examination. If you do have the parts, show only one
at a time because the others will distract from what you are talking about at the
moment. Make the following points about each part.
• Fuel pump - The PT fuel pump is driven by the engine fuel pump drive gear
and shaft. Fuel flows through the pump as follows: from the gear pump to the
filter screen, to the PTG governor, through the throttle shaft to the MVS
governor, and out of the pump via the fuel shut off solenoid. There is a
damper on the discharge side of the gear pump, which absorbs pulses. The
filter screen has a built-in magnet for removing ferrous metal particles.
• PTG governor - This governor, which is built into the pump, increases or
decreases the fuel pressure to the fuel manifold, which equally serves all
injectors. This is a centrifugal governor operating with a speed proportional to
the engine speed. Engine speed causes the governor weights to push the
governor plunger against spring force. This action regulates fuel pressure
according to engine speed. Also, the governor limits the highest engine speed
to its maximum speed setting. In construction equipment the pump throttle
shaft is fixed in a given position (fully open) and there is no connection with
any external control.
• MVS governor - The MVS governor is used on most Komatsu products
equipped with the PT fuel system. This governor sets the maximum speed.
The fuel control lever of construction equipment is attached to this device.
Fuel pressure from the pump acts against one end of the plunger and spring
tension on the other. The amount of fuel allowed to pass out of the MVS
governor and on to the injectors is dependent upon the equilibrium between
the fuel pressure and spring force. The throttle arm, located behind the seat
of the governor spring, is a means of changing the pre-load of the spring. The
operator through control lever linkage actuates this arm.
• Air fuel control - Many PT pumps mounted on turbocharged engines also
have an air fuel control (AFC). The purpose of this device is to reduce
pollution and wasting of fuel (black exhaust smoke) during rapid changes of
engine speed.
• PT injector metering - The principle behind PT metering can be related to a
floodgate. If the floodgate is opened when there is little water pressure behind
it, some water will be forced through. If the floodgate is opened when a lot of
pressure is present, much more water will be forced through. The PT pump
and governor senses the engine speed requirement and increases the fuel
pressure accordingly. This pressurized fuel enters each injector at a small
inlet called the adjusting orifice. The engine camshaft operates the PT
injectors mechanically. The shape of the cam lobe determines the time for

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 injection. Fuel is metered by the amount of time the injector plunger is up, and
the amount of pressure created by the governor in the manifold. All the fuel in
the cup is injected into the cylinder. During the downward stroke of the
injector plunger, great pressure is created on the fuel, which atomizes it into a
fine mist as it is forced into the combustion chamber.
• PT injection timing - Engine timing is accomplished by proper alignment of
the crankshaft and camshaft gears. The amount of time that the injector
plunger needs to be up, injector cup is filling, and the optimum moment to
begin injection is dependent upon the design of the injector camshaft lobe. A
Cummins engine rebuilder must be certain to install the proper camshaft for
the application. The camshaft lobes used for injection have an eccentric
shape.
During the time the injector follower rolls over the cam injection ramp, the
push tube is being lifted and the injector plunger is driven down injecting fuel.
As the roller reaches the outer base circle of the cam lobe, it is as far away
from the cam centerline as it will be. The outer base circle, which forms
roughly half of the total cam surface, holds the follower assembly lifted. This
means that the rocker arm is tipped forward and the injector plunger is
seated, or bottomed in the cup. This seals the injector so combustion
pressure and smoke cannot enter the injector body.
As the follower reaches the retraction ramp, it moves from the outer base
circle to the surface of the inner base circle. This lowers the follower, the push
tube or rod, and the push tube side of the rocker lever. The injector plunger
travels upward because as pressure is released on the injector spring, spring
tension raises the plunger. During the very short time that the plunger is
raised, follower rides the cam lobe inner base circle; the injector cup is filling
with fuel.
• Injector adjustment - There are two methods for adjusting injectors, the
torque method and the dial indicator method (DIM). It is very important to use
the Top Stop Injectors.
• Injectors - There are three types of injectors in use today on Komatsu
products. They are the flange, the PTD, and the PTD Top Stop. The flange
type is found on the old NH220 model engine. Fuel enters and leaves this
type via connection pipes, which are screwed through the rocker box. Exter-
nal metal pipes bring fuel from the pump and return fuel to the tank.
Newer models of Cummins engines use cylindrical injectors. Fuel enters and
leaves the injector via internal drilled passages in the cylinder head. The PTD
type has its spring exposed and when removed from the engine, its plunger
can be lifted out through the top. On the other hand, PTD Top Stop injectors
have a locknut on the top, which must be removed before the plunger or
spring can be removed.

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 b. Why Do It
To teach the structure and function of low-pressure fuel system components.
c. How To Do It
Lecture aided by slides 5-33 through 5-44.
6. Familiarize the Student With the Komatsu Automatic Priming System
a. What To Do
Show the outline of the Komatsu automatic priming system and briefly describe
how it works. Emphasize the following points.
This system is found on Komatsu 155 and 170 series engines. The reason for its
production was to eliminate hard starting in these big bore engines. Also, to
eliminate operator errors when attempting cold weather starts.
When the engine is cold, which is determined by an engine water temperature
sensor, and if the operator pushes the preheat switch on the panel, glow plugs in
the intake manifold will begin heating intake air. At this time, a preheat light on
the instrument panel informs the operator that the engine is preheating.
When the monitor panel light goes out, this is the signal for the operator to start
cranking the engine. During cranking and for a short time after the engine is
running, small amounts of fuel are sprayed into the intake manifold to further heat
intake air. An APS controller located inside the relay box controls this fuel
injection. This controller is programmed in such a way that it must receive two
input signals before it will allow fuel to flow. When cranking, one signal is
received from the glow plug circuit, and another from the starting switch circuit.
The APS controller sends output signals to the preheat fuel nozzles. When the
engine is started, the cranking signal between the starting switch and the APS
controller is broken. However, the controller continues to send output signals
because it is now getting its second input signal from the alternator. The fuel for
the APS is electrically controlled. The APS controller will continue to send output
signals to the preheat fuel nozzles until the operator shuts off the preheat circuit
by hand or the engine water is heated. The entire electrical (control) portion of
the APS is grounded through the water temperature sensor. When the water is
heated, the circuit ground is broken and preheating is stopped. If the water is
heated, automatic preheating is not possible.
b. Why Do It
To familiarize the student with the automatic priming system found on Komatsu
155 and 170 series engines.
c. How To Do It
Lecture using a slide 5-45 as a training aid.

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C. OPPORTUNITY FOR QUESTIONS
1. Ask if the students have any questions about the lesson you have just taught.
2. Answer each question. If you do not know the answer, write it down, and then get
the answer after class. Finally, tell the answer to the entire class as soon as
possible.
3. Write at least two questions related to the main objectives of this lesson here. These
are back up questions in case the students did not have any questions. Also, these
questions should be suitable for use on the test.
• Where does metering take place in a low-pressure system?
Answer: At the injector.
• When does injection begin within an individual barrel and plunger of a multi-pump
(Bosch) system?
Answer: When the inlet/outlet port closes.
• Where does metering take place in a high-pressure system?
Answer: In the injection multi-pump.
• Which PT system injector is adjusted using the dial indicator method?
Answer: Non Top Stop Injectors.

D. SUMMARY
During the class you have been taught:

1. The functions of a fuel system.

2. The types of fuel systems, and you should be able to explain their differences to
others.

3. The structure and function of a typical high-pressure system and its components.

4. The structure and function of a typical low-pressure system and its components.
Now that you have finished studying the fuel systems, you can look forward to studying
the next and final chapter of Basic Engine studies, the Cooling Systems

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