Diesel Engine

Mixture Formation

5.4. Fuel Injection System

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 5.4.1. Introduction
• The diesel engine is a compression ignition (CI) engine.
• The working of a diesel engine depends on the introduction of
finely atomized fuel into the air compressed in the cylinder during
the piston’s compression stroke. The equipment used for injecting
the fuel is the fuel injector fitted on the cylinder cover, which is
operated by hydraulic pressure of fuel.
• The fuel injection system makes an important contribution to
mixture formation in diesel engine (CI).
• The Functions of Fuel Injection System
– To enhance the engine performance and fuel economy
– Initiating and controlling the combustion process
– Preparation of the combustible charge (Just like carburetor)

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The main difference between Carburetor and Fuel injection system
• Carburetor
– Fuel is atomized by processes relying on the air speed greater
than fuel speed at the fuel nozzle.
– The amount of fuel drawn into the engine depends upon the air
velocity in the venturi.
• Fuel Injection System
– The fuel speed at the point of delivery is greater than the air
speed to atomize the fuel.
– The amount of fuel delivered into the air stream going to the
engine is controlled by a pump which forces the fuel under
pressure.

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 5.4.2. Functional Requirements Of An Injection System
• Accurate metering of the fuel injected per cycle.
• Changing speed and load requirements of the engine.
• Timing the injection of the fuel correctly in the cycle.
• Proper control of rate of injection
• Proper atomization of fuel into very fine droplets.
• Proper spray pattern to ensure rapid mixing of fuel and air
• Uniform distribution of fuel droplets throughout the
combustion chamber
• To supply equal quantities of metered fuel to all cylinders
in the case of multi cylinder engines.
• No lag during beginning and end of injection i.e., to
eliminate dribbling of fuel droplets into the cylinder.
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 5.4.3. Classification Of Injection Systems
• In a constant pressure cycle or diesel engine, only air is
compressed in the cylinder and then fuel is injected into the
cylinder by means of a fuel-injection system.
• For producing the required pressure for atomizing the fuel
either air or a mechanical means is used.
i. Air injection system
ii. Solid injection systems

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 i. Air Injection System
• It is a method of fuel injection that uses air pressure to atomize the
fuel as it enters the cylinder of an internal combustion engine. Fuel
is forced into the cylinder by means of compressed air. This
system is little used nowadays, because it requires a bulky
multistage air compressor. This causes an increase in engine weight
and reduces the brake power output further.
• Advantages
– claimed for the air injection system is good mixing of fuel with
the air with resultant higher mean effective pressure
– the ability to utilize fuels of high viscosity which are less
expensive than those used by the engines with solid injection
systems.
• These advantages are off-set by the requirement of a multistage
compressor thereby making the air-injection system obsolete.
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 ii. Solid Injection System
• In this method direct mechanical pressure is placed on the
fuel itself to force it into the combustion chamber.
• In this system the liquid fuel is injected directly into the
combustion chamber without the aid of compressed air.
• It is also called airless mechanical injection or solid
injection system.

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 5.4.4. Components of Fuel Injection System
• Fuel tank
• Fuel filters
– to prevent dust and abrasive particles from entering the pump
and injectors thereby minimizing the wear and tear of the
components.
• Fuel feed pump
– To supply fuel from the fuel tank to the injection system.
• Injection pump
– to meter and pressurize the fuel for injection
– To control injection timing.
• Governor
– to ensure that the amount of fuel injected is in accordance with
variation in load,
• Injector
– to take the fuel from the pump and distribute it in the
combustion chamber by atomizing it into fine droplets. 8
 Fig. Components of diesel fuel injection system of inline injection pump

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 5.4.5. Types of Injection system
• The combustion process in the diesel engine cylinder is initiated
by spontaneous ignition of the fuel, which is injected into an
agitated highly compressed air. To accomplish this demanding
task, Solid injection systems can be classified as follows:
1. Individual pump and nozzle system (In-line)
2. Distributor system
3. Common rail system
4. Unit injector system

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1. Individual Pump and Nozzle System
– In this system, each cylinder is provided with one
pump and one injector.
– It is also called in-line injection pump system.

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 2. Distributor System
• In this system the pump which pressurizes the fuel also meters and
times it. Fuel pump after metering the required amount of fuel
supplies it to a rotating distributor at the correct time for supply to
each cylinder. The number of injection strokes per cycle for the pump
is equal to the number of cylinders. Since there is one metering
element in each pump, a uniform distribution is automatically
ensured.

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 3. Common Rail System
• In the common rail injection fuel system the injection pressure
is generated independently of engine speed and injected fuel
quantity is permanently available in the rail.
• A high pressure pump supplies fuel, under high pressure, to a
common rail. High pressure in the rail forces the fuel to each
of the nozzles located in the cylinders.
• The instant of injection and the injected fuel quantity are
calculated in the ECU and implemented by the injector at each
cylinder by means of triggered solenoid valve.

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Advantages of common rail system
 Uniform fuel pressure in all cylinder

 Injection pressure can be selected within range

 High drivability

 Reduced combustion noise

 Low emissions

 High mechanical efficiency due to smooth cycle transition

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4. Unit Injector System (UIS)
– The highest injection pressures are achieved by the UIS.
– is one in which the pump and the Injector nozzle are combined
with one housing. Each cylinder is provided with one of these
unit injectors.
– UIS utilize time control via integrated solenoid
operated injectors. The instant at which the solenoid
valve is triggered is defines start of injection (delivery).
The length of time that it is triggered is a measure of
injected fuel quantity. Triggering point and period are
determined by the ECU in accordance with signal from
various sensors and programmed maps.

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 • Pumping element and injector
nozzle are integrated in a
single unit
• No high pressure fuel line is
used
• Each cylinder has its own unit
injector
• Driven by overhead camshaft
with rocker arm
• Can produce highest
pressure of up to 2,050 bar
• Injection quantity and timing
is controlled by solenoid
valve

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 5.4.6. Inline injection pump
• The inline injection pump consists of the pump
unit, governor, timer, feed pump, and coupling.

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 Consisting of a fuel compression/delivery mechanism, an injection-
Pump volume control mechanism, as well as a camshaft to drive these
unit mechanisms, the function of the pump unit is to deliver compressed
fuel to each cylinder according to the injection order.
Linked to the pump unit's injection volume control mechanism, the
governor's function is to automatically control the fuel injection volume
Governor
to meet the changes in the engine load, thus varying the engine speed
as desired by the driver.

The timer's function is to control the fuel injection timing according to

the engine speed, in order to operate the engine in the most favorable
Timer combustion condition. The timer is mounted between the pump unit's
camshaft and the drive shaft or the drive gear from the engine.

Mounted on the pump unit and driven by the camshaft, the function of
Feed the feed pump is to deliver the fuel from the fuel tank to the injection
pump pump.
To drive the fuel injection pump, the function of the coupling is to
connect the injection pump's camshaft (or timer) to the shaft of the
Coupling
engine. 18
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 I. Fuel feed pump
• It is driven by the camshaft of the injection pump, the fuel feed
pump draws up fuel from the tank. A manual-priming pump for air
bleeding is mounted on the feed pump housing.
• The piston-type fuel feed pumps that are used on an in-line
injection pump can be broadly classified into the two types
described below.
1. Single action piston type (possessing a relatively small plunger
diameter, this type of pump delivers a relatively low injection
volume)
2. Double action piston type (applicable on large pumps with
multiple cylinders and a high injection volume)

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Fig. Single acting Feed pump types
 Operation (single action piston type)

Fig feed pump operation (single-action)

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 II. In-line injection pump unit
• Equipped with the same number of fuel compression
mechanisms as the number of engine cylinders, the in-line
injection pump operates in accordance with the injection
sequence determined by the camshaft.
• Consisting of a fuel compression/delivery mechanism, an
injection-volume control mechanism, as well as a camshaft to
drive these mechanisms, the function of the pump unit is to
deliver pressurized fuel to each cylinder according to the
injection order.

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 The BOSCH A –type inline injection pump
• Among the types of in-line injection pumps, this is the most widely
used and thus is the most representative of the in-line pumps.

5/10/2019 fig. Construction of inline injection pump 22

 a. Pump Element Construction
• The pump element consists of a cylinder and a plunger. The
plunger is fitted into the cylinder. Through ultra-precision
machining, the clearance between the two portions is kept
extremely small to ensure a tight seal even under high injection
pressure and low speed conditions.
• There are control groove and vertical hole in the plunger through
which fuel flows.

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 b. Construction of the Control Mechanism
• The plunger's driving vane engages with the cutout in the control
sleeve. The control pinion is fixed to the sleeve's upper edge.
• The teeth of the control rack mesh with the control pinion. Thus,
when the control rack moves side to side, this movement is
transferred to the control pinion. This causes the control sleeve to
rotate, then plunger also rotates at the same time

Fig. Injection volume control mechanism

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Control Rack
• The control rack contains gear teeth that are the same size as the
gear teeth of the control pinion. The control rack is installed in the
rack insertion hole of the pump housing.
• The movement of the control rack is transmitted to the control
pinion and the control sleeve, causing the plunger to rotate. This
causes the position of the plunger to move in relation to the
cylinder, thus varying the fuel injection volume. The control rack
links to and is driven by the governor

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 Operation of inline injection pump
a. Fuel Delivery
• The fuel sent by the feed pump to the injection pump body is
discharged under pressure from the pump element in accordance
with the camshaft movement as follows:
1) At plunger bottom dead center, the fuel flows into the cylinder
through the feed port from fuel chamber.
2) As the camshaft turns, the plunger moves upward. When the top
of the plunger reaches the upper edge of the feed port, it closes
the feed port, pressurizing the fuel.
3) As the plunger continues to move upward, the pressurized fuel in
the cylinder pushes up the delivery valve and flows out through
the injection pipe to the nozzle.
4) When the top edge of the control groove reaches the bottom
edge of the feed port, fuel-pumping ends.
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 Pre-stroke Effecti ve stroke

1) Fuel Being Fed 2) Pumping Begins 3) Pumping In Progress 4) Pumping Ends 5) Fuel Return

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 b. Control of injection volume
• After the fuel flows from the fuel chamber into the pressure
chamber (above the plunger head), the pump element pumps the
fuel to the nozzle. However, the volume of fuel that is injected
must be controlled according to the engine load. The injection
volume is regulated by varying the length of the time between the
beginning and the ending of the fuel delivery process. This is
accomplished by enabling the control rack to rotate the plunger, in
order to vary the control groove position (plunger's effective
stroke), thus varying the volume of fuel.
• Also, because the control rack rotates all the plungers
simultaneously for the same amount, the injection volume to all
cylinders can be varied simultaneously. As indicated by the states
of the plunger during rotation shown in below, the longer the
effective stroke, the larger is the injection volume.
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 Fig. zero delivery fig. partial delivery

5/10/2019 Fig. Maximum delivery 29

 III. Delivery valve
• A delivery valve is fitted to the pump housing by a valve holder and
a spring.
• The delivery valve consists of a valve and a valve seat. The valve
slides vertically in the valve housing to perform the two functions
described below.
1. Reverse Flow Prevention Function
If the plunger chamber and the nozzle are constantly
open to each other, the time delay increases from the
time the pump element starts delivering fuel until the
nozzle starts injecting fuel, and affects the nozzle in
shutting off the fuel injection when fuel delivery is shut
off.
2. Retraction Function
The valve moves further downward until the valve
cone contacts the valve housing. The volume of the
steel pipe increases in an amount that is equivalent to
the downward movement of the valve. This causes the
pressure in the steel pipe to decrease and improves
the nozzle in shutting off the injection of fuel, thus
preventing the nozzle from dripping fuel. 30
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