THE C.I.

FUEL SYSTEM
OUTLINE

There are three main type of C.I. fuel system in use on light vehicle, each taking its name
from the type of injector pump used:-

1. INLINE
2. D.P.A.
3. ROTARY

Large engines may also use a system known as UNIT INJECTOR, CUMMINGS (after the
major developer) or PRESSURE TIME

Apart from the large engine system above the systems have many components and
principles in common so we will study the systems by covering the common parts first
and then the injector pumps. The common parts are:-

1. FUEL TANK
2. FUEL PIPES
3. CHASSIS OR PRIMARY "FILTER"
4. LIFT PUMP (if fitted)
5. ENGINE OR MAIN FILTER
6. INJECTOR PIPES
7. INJECTORS

Industrial installations often use a DAY TANK. This is a small, high level tank that feeds
the fuel system by gravity, and is kept full by either an electric or manual pump from a
bulk supply tank. This may or may not be in place of the engine lift pump.

Typical diagrams for both the pumped and day tank systems for inline or individual
injector pumps are shown below.
You will see that the only difference is how the fuel gets to the injector pump. There will
always be "filters" between the tank and injector pump.

Remember that the engine converter may have found it easier to retain the engine lift
pump.

The other diagrams

Having shown you the differences between a day tank system and a lift
pump system we assume you will not need the day tank diagram for the
other injector pump diagrams. Study the following diagrams,
remembering they could also be day tank systems, and note the common
features.
 The only changes on the diagram above from the INLINE PUMP block
diagram are:

1. The injector pump is of a different shape with the injector

pipes fitted in a different place.
2. A return pipe has now been fitted between the injector
pump and main/engine filter.

Now the Rotary Pump Block Diagram

The Rotary Pump diagram looks a lot simpler, this is because it is typical of a private car.
When diesel engines were mainly used in commercial vehicles that were very likely to
draw their fuel from private storage tanks it was important to try and protect the system
from the dirt and water in badly maintained storage tanks. Private cars usually draw their
fuel from filling stations that (should) ensure their tanks are clean and free from water,
thus the primary or chassis filter can be dispensed with.

The rotary pump is a modern design that employs an internal pump that is powerful
enough to draw fuel from the vehicle tank, thus the lift pump is no longer needed. It is
also designed to continuously return a certain amount of fuel, from the injector pump,
back to the tank. This makes it self-bleeding as far as the low-pressure side of the system
is concerned.

A rotary pump on an industrial engine may still use a lift pump and primary filter so
the diagram would be similar to the inline pump.

AIR IN FUEL
If any air gets into the injector pump the engine is very likely to stop
(unless the pump is self bleeding) because it is easier to compress the
air than it is to raise the fuel to injection pressure.

This is why whenever a C.I. engine runs out of fuel or has a fuel system
component changed it has to be bled - that is a procedure to remove the
air. You will need to have bleeding a diesel engine demonstrated to you.
THE COMPONENTS

The fuel tank

The fuel tank will be very similar to a petrol tank, having
a breather and baffles etc. The only difference may be in
internal coating or material because diesel fuel has a
different chemical effect to petrol.

If the tank is exposed to air flow it may also be insulated

with some form of jacket, this helps the fuel keep warm
to prevent it WAXING (see later section) in cold
conditions and blocking the filters. In extreme conditions
the jacket may be fitted with an electric heating element.

The tank be it main or day should have a drain tap

fitted to its lowest point. This is to allow a sample of fuel
to be drawn off & inspected for water contamination.

The pipes
The injector pipes are special small bore/thick wall steel
pipes so they withstand the high pressure, their shape is
a design feature to ensure even fuel delivery to the
cylinders so they should not be bent. The pressure
pulses can force the pipe out of the factory swaged
nipple if the pipe is forced onto the injector or pump by
the nut.

The other fuel pipes are either plated thin wall steel or,
more usually today, hard plastic with steel fittings. Some
return pipes are of push fit, synthetic rubber.

The maintenance of the fuel pipes is to ensure the clips

and unions are secure. Take care not to overtighten the
suction unions because this can cause them to develop
a slight air leak which, after a time, stops the engine.
Never bend injector pipes, if they need moving out of the
way, slacken the other end.

The fuel lift pump

There are a number of different designs in use, but most
use a similar design to the mechanical petrol pump
found on carburettor engines. The diaphragm and valves
may be of a different material to ensure they are
compatible with diesel fuel.
 The major difference is likely to be a lever which will
operate the pump when the engine is stationary, this is
used to bleed the system when the vehicle runs out of
fuel or a component has been changed.

OPERATION

The two levers A&B are operated by the eccentric. The

eccentric pushes the lever B up which then forces lever
A and the diaphragm down by means of contact between
the two drive faces. The diaphragm will remain down
until the engine has used some fuel so the large spring
can push the diaphragm up. The small spring by the
drive faces keeps the lever in contact with the eccentric
giving quieter operation.

The priming lever (if fitted) is attached to lever A so the

diaphragm can be moved manually.

Sometimes a separate priming pump is fitted, either in a

fuel line or as part of a filter. With a gravity feed, day tank
system a priming pump is not normally required.

The primary filter

This item is now often omitted from the fuel systems of light vehicles.
 Where a filter like object is used it may be a filter, agglomerater, or
sedimenter.

Purpose
Whatever type of unit is used here its purpose is to prolong the life of the
main or engine filter by removing the larger particles of dirt and in some
cases water.

Primary filter
A normal resin impregnated paper element housed in either a throwaway light metal
housing or a separate filter bowl.

The fuel flow is the normal outside to centre so any dirt that is removed can fall into the
bowl.

There are a number of sealing O rings which should be changed when the element is
changed - take note of the small O ring around the centre.

A bleed screw may be fitted so the filter head can be used on a secondary or engine filter.

Where the engine is used in exceptionally dirty conditions or if it may be away from a
ready supply of spares this filter may use a washable felt element or an element
assembly which consists of fine wire wound around a central bobbin. The fuel passing
between the wires whilst trapping the dirt. The wire wound element is also washable.
A normal filter assembly is illustrated above

This is also the type of filter used immediately before the injector pump.
 Modern engines use spin on fuel filters that are dealt with like the spin on
oil filter, but they are usually filled with fuel before fitting. This makes
bleeding the system easier and quicker.

As stated above, there could also be a Sedimentor and/or

an Agglomerator fitted here if dirty fuel is likely.

The Sedimenter

This appears very simple and removes anything which is heavier

than the fuel e.g. water and dirt.

Inspection of the diagram will show the sedimenter has no

element and uses an inverted cone to form a vortex (about 60
years before Mr Dyson!)


Operation

As the fuel enters the unit at the top of the cone the inlet angle
causes it to rotate around the top of the cone.
 As more fuel enters the rotating fuel is forced down the cone, still
rotating.

Because the cone diameter gets larger the lower down the
rotating fuel moves the speed of rotation has to increase.

By the time the fuel has reached the bottom of the cone its
rotational speed is such that centrifugal force "throws" the
heavier particles in the fuel to the outside of the case where they
fall into the sediment bowl.

The lighter fuel is not "thrown" out to the same extent so it is able
to pass under the edge of the cone and back up the centre to the
outlet.

The Agglomerater

This is designed to remove water droplets from the fuel, but it will
also provide some filtering. When comparing the diagram of a
filter with that of an agglomerater the following differences should
be noted:

1. The element is different

2. The fuel flows DOWN through the
element
3. There is a sediment bowl which may be
see through
4. A drain plug may be fitted to allow
regular draining without dismantling.

Operation
The fuel and any water it may contain is forced down
through the element.

As the water droplets pass through the element friction

between the droplet and element material gives the
droplet a static charge. (much like rubbing a balloon
against a woolly to make it stick to the ceiling).

When the charged droplets emerge from the bottom of

the filter the static causes them to stick together and
stick to the sediment bowl (AGGLOMERATE).

Thus the fuel can be discharged up the centre of the

element free from water.
 The water level may be observed if the agglomerater is
suitably designed so it can be drained as required.

SERVICE
 Like a normal filter the element should be changed at the normal service
intervals unless contaminated before.

Both the agglomerater and the sedimenter bowls should be inspected

and drained as required. At the normal service intervals the bowl should
be removed and cleaned.

Rubber seals should be changed to prevent leaks.

The fuel is now clean and is supplied to the injector pump, via the main or engine fuel
filter. We will now see how the pumps work.

Injector Pumps
The injector pump should be considered a "specialist only" item, and will not normally
require any attention apart from inspecting for security and leaks.

Introduction
The injector pump is a complex mechanism which will usually fall into
one of the following types:

1. INLINE - mechanically governed

2. DPA - mechanically or hydraulically governed
3. ROTARY - mechanically governed

The inline pump is now rarely found on light vehicles but it may be used
on two or three cylinder diesel engines derived from industrial units. It
also appears in the form of a number of separate pumps, one for each
cylinder.

Any of the above pumps can be simplified into the block diagram shown
below.
 The block diagram

GOVERNOR
The governor measures engine speed and throttle position, it then uses
this information to control the device which measures or METERS the
fuel which will be supplied to the engine.

With the engine turning slowly and the throttle open wide the governor
will decide the driver wants to accelerate or needs more power, thus it
will instruct the metering device to supply more fuel to the high pressure
pump and to the engine.

On generators it is the governor that keeps the engine running at a

constant speed, whatever load is put on it. Stop screws should never
be adjusted during routine service on generators

With the engine turning fast and the throttle closed the governor will
decide the driver is trying to slow down so it instructs the metering device
to reduce or even cut off the fuel being delivered to the high-pressure
pump and therefore the engine.

The governor will be:

1. MECHANICAL (Centrifugal) - using spinning bob weights

and springs.
2. HYDRAULIC - using an intermediate fuel pressure and a
spring.
3. ELECTRONIC - using ECU controlled solenoid valves.

METERING
This is done by some form of valve which controls the amount of fuel
being fed to the high pressure pump.
HIGH PRESSURE PUMP
This is a plunger type pump operated by cam. The loads are so high that
roller type cam followers are used to minimise wear and friction.

Each time the plunger moves "up" the amount of fuel above it is injected
into the cylinder.

The high pressure pump and therefore most of the injector pump
runs at:-

HALF ENGINE SPEED on a four stroke diesel

FULL ENGINE SPEED on a two stroke diesel

The MECHANICAL GOVERNOR

The mechanical governor is used, in various designs, across all pump
types so its general operating principles will now be investigated.

BOB WEIGHTS
Bob weights are weights that are mounted in such a way that as they are
spun centrifugal force causes them to "fly" outwards, this movement is
controlled by one or more springs. The movement is the passed to the
metering device.
Operation
The throttle lever can push the spring to the left, this may
or may not cause the rack to move.

If the bob weights are stationary the rack will move to the
left to the MAXIMUM FUEL POSITION.

If the bob weights are spinning fast they will be exerting

such a rightwards acting force on the rack that the spring
will compress and the rack move to the right.

If the engine then slows down the spring will push the
rack to the left, against the now reduced bob weight
force, to allow more fuel into the engine.

There is always constant interaction between the throttle

and the bob weights. The spring takes up the difference
when required.
1. The driver has
depressed the throttle
pedal, the throttle lever
has moved to compress
the spring.

This has forced the rack

to the left that has set the
metering device to deliver
more fuel to accelerate
the engine.

The spring force has

acted to the bob weight
levers to force the
weights together.

The engine is now

accelerating.

2. The engine speed has

now increased causing
the bob weights to try to
fly out exerting a force on
the rack and spring.

When the force

developed by the bob
weights became sufficient
they forced the rack to
the right, compressing the
spring.

This action has reduced

the fuel supply so the
engine stops accelerating
and cruises at the speed
set by the throttle.

If the driver depresses

the throttle or if the
engine slows down (hill)
 the spring forces the rack
to the left, increasing the
fuel.

If the engine speeds up

the weights will move out,
further reducing the fuel.

3. The driver has now

closed the throttle,
allowing the engine to
idle.

The stop control has now

been operated which has
forced the rack fully to the
right to the NO FUEL
position, so the engine
stops due to fuel
starvation.

PROBLEMS WITH IDLE SPEED

The governor spring has to be strong enough to act against the bob
weights when the engine is running at high speed. This means it is so
strong that it acts very slowly at idle. The result of this is that the
engine SURGES on idle. (That is rev up and down on its own -
Diesels surge, petrol engines exhibiting similar symptoms are said
to HUNT)

This problem is overcome by the use of two springs, the strong outer one
for use at higher speed and a light one which is slightly longer for idle.
 Some injector pumps provide a special adjustment which prevents
surging by tensioning the idle spring.

THE INLINE PUMP

GENERAL LAYOUT
The layout of a typical vehicle inline pump is shown below. Some smaller
engines make the governor and camshaft part of the engine and fit an
individual pumping element for each cylinder. Some engines use
individual pumps with the rack & governor external to them but usually
still inside the engine.
OPERATION
The pump camshaft is driven by the engine timing gears.
This allows the cams to push the plungers in the
pumping element up, this action forces high pressure
fuel through the delivery valve and on to the injector. The
spring below the elements returns the plunger.

Fuel control

The governor (from previous section)

causes the control rod to move
horizontally, this twists the pumping
element which controls the amount of
fuel delivered (see later section).

Stop Control

When the stop is operated the rack is

pulled fully one way to the "NO FUEL"
position.

COLD STARTING

When conditions demand the cold start

control (button) is operated. This allows
the rack to move beyond the normal
maximum fuel position so thus more fuel
is supplied to the cylinder.
 The control is spring loaded so that as
soon as the engine fires and the
governor starts to move the rack
towards idle, the excess fuel control
turns itself off.

CONTROL OF FUEL

We have already seen that the control rod or rack

causes the

pumping element to twist to an infinite number of

positions between no fuel and excess fuel delivery. The
way this movement is translated into fuel delivery is
shown below.
 In the first diagram fuel is free to
through the fuel ports into the p
chamber which is situated imme
below the delivery valve.

The second picture shows that

plunger starts to rise it closes th
trapping fuel in the pumping cha
further plunger movement will p
the fuel, forcing it out of the deli

The operation shown here will a

deliver the full chamber of fuel,
little practical use. The head of
is machined so that there is a h
aligned with one of the fuel port
shown in the next series of diag

The circumference near the top of the plunger is machined away to form
a recess with its upper edge angled towards the top of the plunger. This
"groove" ends in a slot connecting it to the pumping chamber above the
plunger. This is shown below.
 The first diagram shows the plunger or
PUMPING element twisted to a
position where the slot lines up with
one of the fuel ports.

As the plunger rises and covers the

ports fuel is still able to pass down the
slot and out of the port, thus no
pressure can be developed and no fuel
is delivered.

This is the position when the stop

control is operated.

The second diagram shows that the

governor has twisted the element so
the the top part of the plunger closes
off the port during the first part of
plunger movement allowing fuel to be
pressurised and injected.

Eventually the angled upper edge of

the recess "uncovers" the port so fuel
can escape from the pumping
chamber. The volume of fuel injected
can be judged from the amount of
plunger lift available for delivering fuel.

The third diagram shows the plunger

has been turned even more, so more
fuel is delivered.

The pumping element can be twisted to

an infinite number of positions between
No Fuel and Maximum Fuel, thus the
governor can ensure the correct
amount of fuel is always delivered to
the engine

DELIVERY VALVE
 The purpose of the delivery valve is not one that
immediately comes to mind, so an explanation is called
for.

When the needle valve in the injector closes the inertia in

the fuel in the injector pipe causes the fuel to "pile up"
against the closed delivery valve. This causes a
pressure rise which "bounces" the fuel back to the pump
end of the pipe, this, in turn, causes a pressure rise at
the pump end which "bounces" the fuel back to the
injector.

This happens very quickly and could cause the injector

to open again and momentarily inject fuel at the incorrect
time in the engine cycle. This would cause poor running,
excess smoke, and poor fuel economy, so something
has to reduce the fuel line pressure the moment injection
is completed.

The item which does this is the DELIVERY VALVE and its operation is shown below.

When the fuel pressure forces the delivery valve up the valve takes up a position which is
effectively inside the injector pipe connection and thus takes up space which would
otherwise have been taken up by fuel.

When the element uncovers the fuel port and pressure starts to fall, the valve re-seats
itself inside the delivery housing (forcing any fuel below it back down into the element slot
and out of the fuel port).
This action increases the volume in the injector pipe and connection that cause an
immediate fall in pressure.

This pressure fall is sufficient to bring any pressure surge in the injector pipes to below
that needed to open the injector.

ADJUSTMENTS
There are five adjustments. Two which will be done in the workshop and
Three which need specialist equipment:-

1. Specialist adjustment - TIMING

These pumps require timing to the engine. This involves removing a

delivery valve (keep it very very clean), setting the engine to the timing
position (as on a S.I. engine), and then either twisting the pump body on
the engine OR slackening and turning the pump - engine coupling until
the fuel movement from the removed delivery valve shows the timing is
correct.

This should only be undertaken by someone with experience, data, and

the correct equipment.

2. Workshop adjustment - IDLE

This normally only involves adjusting the idle stop to give the correct
tickover speed, but may include another adjustment to control surging.

If someone has been attempting to improve engine performance the

maximum speed stop may need re-setting using a tachometer, but this is
normally done by the specialist when the pump is set-up on the test
bench.

In any case do not attempt this on a generator without knowing exactly

what the speed should be, and having an accurate method of measuring
it.

3. Workshop adjustment - STOP CONTROL

This is often overlooked by the service mechanic.

If stop control is adjusted so the operating mechanism (cable) is tight, or

it is partially seized the stop control will limit the movement of the
governor rack or control rod. This prevents the pump delivering fuel for
the higher speeds and power.

Always ensure the stop control is free to move and has a small amount of
"slack".
 4. Specialist adjustment - PHASING and CALIBRATING

As these pumps are essentially a number of individual high pressure

pumps in a common housing they have to be adjusted so that each
pumping element starts to inject at the correct time (e.g. on a 4 cylinder
engine at exactly 90 degrees apart) and also that each element delivers
the same amount of fuel for a given rack or control rod setting.

These adjustments are known as:-

a. PHASING - starting to deliver fuel at the correct time.

b. CALIBRATION - all elements delivering the same

amount of fuel.

If there is any doubt about the serviceability of an injector

pump, it needs specialist attention.

SERVICE

Visual inspection for leaks & security.

At extended intervals check to ensure pumps that are not oil fed by the
engine still have oil in their cam chamber.

DPA PUMPS

INTRODUCTION
The letters DPA stand for DISTRIBUTOR PUMP ASSEMBLY which
likens the way fuel is delivered to the individual injectors to the way a
distributor delivers the spark to the individual plugs.

The inline pump is very expensive to make, is very bulky, requires a large
number of precision parts, and has difficulties in measuring or metering
the fuel for a cylinder which is much below 500cc. The development of
small C.I. engines for cars and light vans lead to the development of the
DPA pump.

The DPA pump is available in two types which are easily distinguished by
their shape, they are:

1. MECHANICALLY GOVERNED
2. HYDRAULICALLY GOVERNED
Both types are available for four or six cylinder engines.

The operating principles for both pumps are similar apart from the force
used to move the governor valve that in these pumps is known as
the METERING VALVE.

We will look at the common parts of both pumps and only then look at the
governors.
The outlines of the two pumps are shown here- the long thin one is mechanically
(centrifugally) governed and the short fat one is hydraulically governed.

The major features of both pumps are labelled.

The extension pieces which connect the injector pipes to the pump body may be replaced
with simple hexagon unions at the point where the extensions are fitted to the pump
body.

NOTE - The pumps are driven by a splined drive and also note the MASTER SPLINE.

This shows the two pumps with the location of the main parts identified.
Note how both pumps use identical major parts apart from the governor and metering
valve. This allows a less costly product.

The two pumps are so similar that we shall study them as one and only when the major
parts have been covered will we look at the governors.

It is important to realise that the drive may be thought of as a single shaft running the full
length of the pump with the drive splines on one end and the transfer pump on the other.
The high pressure pump and the fuel distributor are positioned part way along it.

On the mechanical pump the bob weights are fitted to the shaft close to the drive.

METERING

The metering on these pumps rely upon the simple fact that for any given
pressure and time more fuel can get through a large hole than can get
through a small one, so the governor simply opens and closes an orifice
(hole) to control the amount of fuel delivered.

Note how the metering valve twists to alter the fuel flow.

In the design for the hydraulic governor the hollow metering valve slides
up and down so opening and closing the metering orifice on the right
hand side of each diagram.
To show how the metering valve relates to the rest of the system consult
this block diagram - this is the functional layout, NOT the physical one
because the drillings run all over the place inside the pump

This section has established that this very simple method of fuel metering
requires a known supply pressure so you are now in a position to
appreciate at least one of the purposes of the transfer pump and
regulating valve.

TRANSFER PUMP

This is a very simple vane type pump. The pump

increases the lift pump pressure and together with the
regulating valve provide a higher, known pressure supply
which alters slightly with pump speed.

REGULATING VALVE

This has two purposes :-

1. When the engine is stationary the vanes

in the transfer pump prevent fuel being
forced into the injector pump by either lift
pump OR priming (bleeding) pump
pressure, thus it would be impossible to
bleed air from the DPA pump. The
piston in the regulating valve can be
driven to one end of its travel to allow
fuel to bypass the transfer pump so one
purpose is to ALLOW THE INJECTOR
PUMP TO BE BLED.
2. The other purpose has been stated, that
is to CONTROL TRANSFER PUMP
PRESSURE
OPERATION

This first diagram shows the engine at

rest. The regulating valve piston has
taken up a mid position between the two
springs.

Whichever pump develops the greater

pressure will be able to direct fuel via
either port X of port Y to the back of the
piston. This pressure will move the
piston until it is in position to act as
required. (To act as a pressure control
or the allow fuel to bypass the transfer
pump.)

In the second diagram the use of

priming pump is developing the pressure
so the piston has been forced down.
This has opened a route that allows the
fuel to bypass the transfer pump so the
injector pump can be bled free of air.

The third diagram shows that the

transfer pump is developing the greater
pressure. The piston has been forced up
and is now controlling the transfer pump
pressure by moving against the spring
and returning fuel to the inlet side of the
transfer pump. When this happens the
lift pump will "idle" and deliver little fuel
to the DPA pump, the engine will use the
fuel returned by the regulating valve.
HIGH PRESSURE PUMP
Eventually you will have to join this information with that of the Fuel
Distribution Section as both sections form part of a single, more complex
system.

DESCRIPTION

The high pressure pump consists of two or four opposed

plungers with a pumping chamber between them. The
outer end of each plunger is connected to a roller which
acts as a low friction cam follower.

The cams which force the plungers together are formed

on the inside of a heavy steel ring known as a cam ring.

The cams are a very complex shape designed to give

the correct characteristics to the rise and fall of injection
pressure, they are NOT the simple cams as shown on
the diagram.

The maximum outward movement of the plungers and

rollers is set by the specialist when the pump is built and
tested. This is done by adjustable stops which are NOT
shown on the diagram. The degree to which the plungers
can move out controls the maximum fuel delivery.

A four cylinder engine uses four cams, whilst a six

cylinder engine uses six.

To create the higher pressures and quicker pressure rise

required by modern engines the later DPA pumps use
twice the number of plungers (four on a four cylinder).

OPERATION

The operation of the high pressure pump

is shown below.
The first diagram shows the centre shaft, rollers, plungers and pumping chamber
revolving between cams.

In this position fuel is flowing form the metering valve, down the centre of the shaft and
into the pumping chamber. The fuel pressure is pushing the plungers apart.

How far the plungers move depends upon how much fuel the metering valve passes in
the time available.

The second diagram shows the cams forcing the plungers together.

The fuel in the pumping chamber is pressurised and is passing back up the shaft to the
distributor port, and thus to the injectors.
 Remember you must put this information with what you
learn about fuel distribution to understand the full pump
operation.

FUEL DISTRIBUTION

To understand this we will consider about one third of

the main drive shaft which runs between the high
pressure pumping chamber and the point where the
injector pipes are attached.

DESCRIPTION

This section of pipe is drilled up the

centre. Fuel is allowed to flow either way
in this drilling as required.
 At the injector pipe end this drilling turns
at right angles to a single hole in one
side of the shaft.

At a point convenient for the drilling from

the metering valve the shaft is drilled
through a number of times - one drilling
per cylinder. These drillings are at an
angle which ensures that when the
plungers are moving in they are closed
off by the pump body, but when the
plungers need to move out one of them
is aligned with the metering valve port.
This is shown below.

Note that number 3 injector port is in line

with the distributor port in the shaft whilst
the four inlet ports in the shaft do not
align with the inlet from the metering
valve.

In the position shown high pressure fuel

is being delivered to number 3 injector.

When the shaft has turned a few

degrees the distributor port will be
closed whilst ONE of the inlet ports align
with the inlet from the metering valve,
thus fuel is delivered to the pumping
chamber pushing the plungers apart.

A short time later the inlet port is closed,

the distributor port aligns with number 4
injector, and the cam ring forces the
plungers together to supply high
pressure fuel to number 4 cylinder.

Thus the cycle continues.

ADVANCE RETARD

It has been uneconomic to give inline pumps the ability

to advance and retard their injection point although this
would aid fuel economy and exhaust emissions.

The DPA and more modern pumps overcome this by

causing transfer pump pressure to turn the cam ring
against a spring so the higher pressure at higher speeds
advance the injection and the fall of pressure at low
speeds allows the spring to retard the injection.
 Transfer pump pressure forces the piston to the right,
advancing the injection.

When the spring force is greater than transfer pump

pressure the piston is forced to the left, retarding the
injection.

DPA Summary

The whole system works as one unit. The inside of the pump is flooded
with clean, filtered fuel that both cools and lubricates the working parts.

With extended use some parts will wear and require adjustment or
renewing, but this is a specialist job requiring the pump to be removed
 and taken to a specialist for overhaul. Do not attempt this unless you are
sure you have the ability, knowledge, data, and tools to retime the pump.

If water gets in to a hydraulically governed DPA pump the governor may

stick, however I have only ever known them to stick closed, so the engine
would not start and this was in boats. Good fuel system design should
eliminate this problem.

ROTARY PUMPS

Introduction
The DPA was designed by CAV Ltd. who continue to develop it and
license its design to other manufacturers. The trends in vehicle design
which forced CAV to design the DPA pump together with CAV's patents
caused Bosch to develop a competing product known as a rotary pump
which has a number of advantages and would appear to be easier to
develop further.

DESCRIPTION

Very similar in shape and size to the DPA pump. The main shaft again
runs right through the pump with a transfer pump on one end and the
high pressure pumping mechanism on the other.

The cams are set on the FACE of a rotating disc which, in turn, meet a
roller type cam follower which forces a pumping element towards the end
of the pump.

The cam follower is moved slightly by transfer pump pressure to give

advance/retard to injection.

The governor is mechanical and the stop control is an electric solenoid.

This pump is illustrated on the next page.

OPERATION

Transfer pump

A vane type pump operating in a similar manner to any

vane type pump.

On modern rotary injection pumps the transfer pump

also doubles as the engine lift pump and the priming
pump so the manufacturers would have us believe the
later pumps are self priming.
 Regulating valve

Again similar to the DPA pump except

with a self-priming pump it only needs to
control the transfer pressure.

Governor

A typical centrifugal governor apart from the fact that the

triangular bobweights are driven through a gear ratio.
This has the effect of increasing the speed at which the
governor spins which in turn produces more centrifugal
force per engine rev. This increase in governor speed
allows smaller and therefore lighter weights to be used
and also reduces the inertia in the governor. The
reduction in inertia makes the governor respond more
quickly and helps to reduce surging.

Metering

The control of the amount of fuel injected and the

distributor operation is described below.
 The governor moves the control spool so the length of
the injection stroke during which fuel can be pressurised
is altered. At a certain point the port in the pumping
element emerges from the control spool so the high
pressure fuel can spill out into the pump body. thus
stopping injection at that point.

Advance/Retard

Please note that the advance/retard mechanism has

been turned through 90 degrees so you can see it on the
diagram.

It operates in the same way as that on the DPA pump.

 Stop control

This solenoid is energised when the "ignition" switch is

turned on lifting the armature clear of inlet to the pumping
element.

When the "ignition" is turned off the armature falls,

blocking the inlet and thus preventing the delivery of high
pressure fuel to the injectors.

Delivery valve

Similar in purpose and operation to those in the inline

pump.

ADJUSTMENTS & SERVICE

The idle speed may have to be adjusted by the adjuster on the end of the
pump body.

Do not attempt to adjust the maximum speed of an engine coupled to a

generator.

Inspect for leaks & security.

INJECTORS
Introduction

Virtually all injectors used on small and medium sized industrial engines
operate on the same principle. They may well look very different, but they
all operate on a similar principle.

The end of the injector that is fitted into the combustion chamber, known
as the nozzle, can be of several different designs which suit particular
engine types.

Purpose
 To deliver fuel into the CORRECT part of the combustion chamber as a
finely atomised spray.

The high pressure reached during the compression stroke and the short
time available for the fuel to be injected into the combustion chamber
means that VERY HIGH pressures are used. A typical injector will be set
to inject at a pressure 100 times greater than that used in a car tyre and
for brief periods the pressure may well be 1000 times greater than
normal tyre pressure.

Operation

Study the diagrams below

A Traditional injector

A Modern injector
 The high pressure fuel enters the injector body it acts UPWARDS on the
needle valve portion which is exposed to the annular fuel gallery in the
nozzle. When the pressure acting on the needle valve overcomes the
spring pressure the needle valve is forced up by a minute amount, this
allows fuel to be injected from the nozzle.

The shape of the nozzle or nozzle and needle forms the spray of fuel into
the required form.

The falling pressure at the end of injection allows the spring to force the
needle back onto its seat in the nozzle.

Any fuel leaking past the needle is returned to the tank via the bleed off
pipe, this should be a very small amount.

*** WARNINGS & SAFETY ***

1. Never get your skin anywhere near the injector nozzle

when it is operating.
2. The spray will puncture your skin and can lead to
AMPUTATION!!
3. The fit between the needle and nozzle is as perfect as
possible - if you touch the barrel of the needle the
moisture in your skin will damage it beyond repair.
4. Some injectors have a very small projection from the
nozzle - if you accidentally knock it off or damage it the
engine will smoke and a new nozzle will be needed.

OTHER INJECTORS

The older vehicles and many trucks use injectors that are located by one
or two studs in the head (instead of being screwed into the head) and
have their pressure set by a screw adjuster built as part of the upper
body. These injectors use an identical operating principle.
Some injectors use two internal springs, these are known as two stage
injectors. This design prevents the nozzle needle "bouncing" at the end
of injection.

The nozzles also differ according to the engine application. These are
illustrated on the next page
Single hole nozzle

Used in direct injection

engines. The spray pattern is
a SOLID cone.

Multi-hole nozzle

Also use in direct injection

engines. The spray pattern is
a number of solid cones. If
the injector is mounted at an
angle the sprays may appear
to be at odd angles when
tested.

Pintle nozzle

Used in direct and indirect

injection engines. The spray
pattern is a hollow cone.

Pintaux nozzle

Only used in indirect injection

engines. Under normal
running the spray pattern is a
hollow cone.

When the engine is starting

(cranking) the pressure rise
is slow so the needle does
not fully lift. This allows the
auxiliary spray hole to spray
fuel into the hottest part of
 the chamber to aid cold
starting.

STOP CONTROLS
There are three basic type of stop control:-

1. A cable, pulled by the operator, that mechanically moves a lever to move

the governor into the "no fuel" position.

1. An electric solenoid that operates the same mechanical mechanism

described above.

These have electricity supplied ONLY WHILE THE ENGINE IS BEING

STOPPED and must be turned off as soon as the engine stops.
Otherwise they will flatten the engine battery and possibly burn
themselves out.

2. An electrical solenoid valve built into the injector pump.

This uses electricity to lift a fuel cut off valve, so all the time the
engine is running current is being supplied to the solenoid. When
the engine is stopped current is cut off, so the valve falls (with
spring assistance) and cuts off the fuel.

If one of these engines will not start remember to make sure the
solenoid wire is still connected and that (with the "ignition" switch
turned on) battery voltage is present at the terminal.

The solenoid can be unscrewed and a finger placed over the

hole. If the engine then starts you know the valve was not lifting
but you will have to screw it back in to stop the engine!

You will need to turn the ignition ON before you can bleed
an injector pump equipped with this type of stop control

Service

Lubricate mechanical parts.

Inspect terminals for security, tightness, and damage.

 RUNAWAY ENGINES
At one time a type of governor known as a pneumatic governor was in common use. This
used a throttle butterfly (like in a cars carburettor) to produce a vacuum that in turn
moved a diaphragm attached to the injector pump rack.

If the diaphragm got a puncture, or if someone inadvertently broke, split, or disconnected

one of the pipes between the throttle butterfly housing and the injector pump, the rack
would go to maximum fuel position and the engine run away. Sometimes the stop control
would not work.

These engines are now rare, and as modern governors are enclosed within the pump and
lubricated by clean fuel the chances of having an engine runaway are slim whatever
"bar stool Charlie" might tell you.

There are four other possible causes of runaway on modern engines:

1. The engine overfilled with lubricating oil.

Industrial engines have internal crank case breathers, so they burn the
fumes that get past the piston into the crankcase. These breathers direct
the fumes into the inlet manifold hopefully via an oil & flame trap.

If the engine is overfilled, the amount of oil passing up the breather

system can overwhelm the oil trap. This causes lubricating oil to be
drawn into cylinder and a diesel engine is just as happy running on lube
oil as it is on diesel (and peanut oil, gas, coal dust etc).

2. An internal fuel leak (can be common on older Listers)

If fuel leaks from an internal pipe into the sump the fuel will both raise the
lubricating oil level and produce fumes when the engine is hot.

Again the breather system directs these fumes into the cylinders,
allowing the engine to run on them.

3. Gas in the environment.

If a sufficient concentration of flammable gas (butane, propane etc) gets

into the air, the engine will burn this gas, again we get a runaway.

4. A very badly worn engine.

If you managed (and its a very big if probably requiring sprays

from cans) you managed to start an engine with badly worn
 pistons & bores, it could produce sufficient crankcase pressure to
blow the lubricating oil through the breather.

However, I think the exhaust smoke and difficulty in starting

might have warned you that something was going wrong.

How to stop a runaway.

The problem is that one has no way of knowing how fast the engine will
run. If it revs too highly or for too long the big ends may very well snap,
causing large chunks of metal and hot oil to fly out of the side of the
engine. If something hit you in these circumstances it could do a serious
injury.

Then problem is deciding how close to the engine you can get, and for
how long.

My normal advice would be to get the engine under load (to try to hold
the revs down a bit), turn off the main fuel tap, and retire to a safe
distance. However this is probably not an option on a generator because
using the generator to load a runaway engine could lead to over
frequency and over voltage supplies that would damage a lot of electrical
and electronic equipment.

If the engine is running on lubricating oil or gas you might not be able to
stop it.

Once you have tried the normal stopping procedure, some ideas about
stopping a runaway are detailed below (no particular order choose the
best one in the circumstances).

1. Let off a large CO2 fire extinguisher off into the air intake & hope that the extinguisher
will last long enough to stop the engine by starving it of oxygen

2. If the engine room is equipped with automatic CO2 fire extinguishers, let them off
(remember that you must leave the room).

3. Place a very large wad of rag, rolled up into a ball, over the air intake. This might mean
removing the air cleaner.

4. Turn off the fuel supply and retire to a safe distance.

5. Slacken the injector pipes.

6. Undo a fuel supply pipe & retire (on a day tank system you must also turn the fuel tap
off, otherwise you will have gas oil all over the floor!

7. Take an axe to a filter or fuel supply pipe - see above.

Whatever happens with a runaway, major engine damage or component strain must be
suspected, so a strip-down would be indicated. It might be better just to turn the fuel off
and retire.

I would once again stress that in over 40 years of dealing with diesels I have never known
a mechanically or hydraulically governed one run away I have heard lots of stories but
am rather sceptical about them on modern engines.