TRADE OF HEAVY VEHICLE

MECHANIC

PHASE 2

Module 6

Diesel Fuel System

UNIT: 1

Diesel Fuel System

Module 6 – Unit 1 Diesel Fuel System

Table of Contents
1.0 Learning Outcome................................................................................................. 1
1.1 Key Learning Points ................................................................................... 1
2.0 Health and Safety............................................................................................ 2
3.0 Introduction .................................................................................................... 3
3.1 Diesel Fuel ................................................................................................... 4
3.2 Diesel Fuel Requirements .......................................................................... 6
4.0 Design and Operation of the Diesel (CI) Engine ...................................... 7
4.1 Four-Stroke Diesel Engine Cycle ............................................................. 7
4.2 Basic Four Stroke Diesel Principles ......................................................... 8
4.3 Diesel Combustion Chambers ................................................................10
4.4 Diesel Fuel Delivery .................................................................................12
4.5 Direct Injection .........................................................................................13
4.6 Three Phases of Combustion ..................................................................14
5.0 Diesel Engine Components ........................................................................ 15
5.1 Diesel Engine Passages ............................................................................16
5.2 Diesel Crankshaft ......................................................................................17
5.3 Diesel Engine Pistons ..............................................................................18
5.4 Air filter .....................................................................................................19
6.0 Diesel Fuel Supply Components ................................................................ 22
6.1 Diesel Fuel Injection ................................................................................22
6.2 Diesel Tanks & Lines ...............................................................................23
6.3 Diesel Fuel Filters .....................................................................................24
6.4 Lift Pump ...................................................................................................25
6.5 Plunger Pump ............................................................................................26
6.6 Priming Pump ...........................................................................................27
6.7 Mechanical Fuel Pump - (Lift Pump) — Diaphragm type .................28
7.0 Diesel Fuel Injection High Pressure Components .................................. 29
7.1 High Pressure Components ....................................................................29
7.2 Inline Injection Pump ..............................................................................30
7.3 Distributor Type Injection Pump ...........................................................32
7.4 Diesel Injectors .........................................................................................34
7.5 Diesel Injector Testing .............................................................................38
8.0 Cold Starting Devices .................................................................................. 40
8.1 Glow Plugs.................................................................................................40
8.2 Glow Plug Circuit .....................................................................................41
8.3 Basic Testing for a Glow Plug /Circuit .................................................43
9.0 Diesel Electronic Control Systems ............................................................ 44
9.1 Common Rail Diesel Injection System ..................................................46
9.2 HEUI Diesel Injection System ...............................................................47

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Module 6– Unit 1 Diesel Fuel System

1.0 Learning Outcome

By the end of this unit each apprentice will be able to:

 State the function and operation of a diesel fuel system and identify
injector types
 Replace a fuel filter, test/replace fuel cut off solenoid and vent the fuel
system
 Remove and test an injector, report on condition, adjust breaking
pressure and fit new nozzle as necessary and refit to engine
 Dismantle a fuel lift pump, report on condition, inspect, reassemble
and test
 Test correct operation of cold start devices

1.1 Key Learning Points

 Principle of operation of the compression ignition system
 Phases of combustion - combustion process - products of combustion
and their effects on the environment explained
 Explaining direct, indirect injection and combustion chamber designs
 Interpretation of injector test results, and follow up action
 Methods of removing, testing, dismantling, reassembling and refitting
injectors
 Function only of injection pump - inline, rotary, Pressure Timed (PT)
 Basic Introduction to Common Rail, Unit Injector and single solenoid
controlled pump systems
 Hazards associated with the fuel system and precautions to be taken
 High pressure spray, hazards
 Fuel specification and standards
 Effects of air in fuel system and venting procedure
 Fuel conditioning and storage. Filters, water traps, fuel tank
arrangement, capacity and filling methods
 Function and operation of fuel lift pump - diaphragm and plunger types
 Function and operation of fuel shut down systems Environmental
considerations, dealing with spillages and fire hazards
 Maintenance of the fuel system

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 Function, operation and types of fuel heaters

 Function, operation, construction, and testing of glow plug circuits and
thermo start devices
 Interpretation of engine performance graphs

2.0 Health and Safety

If the proper safety procedures are not adhered when working on Diesel Fuel
Systems this could lead to serious injury \health problems to personnel.

Instruction is given in the proper safety precautions applicable to working on

Diesel Fuel Systems which include the following:

 Use of barrier cream or suitable gloves to prevent dermatitis

 Use of exhaust extractor
 Use of absorbent material for immediate treatment of diesel spillage
 Danger associated with high pressure fuel sprays
 Danger associated with spray mist when testing injectors (use of
adequate extraction system)
 Hazards of system pressures when removing / replacing components
 Importance of cleanliness when dismantling fuel injection components
etc.
 Use of correct type of fire extinguisher for diesel fuel fires
 Use of Personal Protective Equipment (PPE) e.g. Eye protection, foot
wear etc.
 Safety issues associated with working on common rail diesel fuel
injection and PD (Pump Duse) pump unit injection system ,awareness
of high fuel pressures e.g. up to approx 2000 Bar.
Therefore it is imperative that manufacturer’s recommended
safety and precautionary procedures are adhered to, prior to and
during all common rail / PD fuel system repairs

Refer to motor risk assessments, Environmental policy, and Material Safety

Data Sheets (MSDS).

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3.0 Introduction
The difference between the petrol and diesel engine is the fuel they use for
combustion. Petrol is a highly inflammable liquid which evaporates rapidly into
a gas and can be ignited by a spark. Diesel is a low inflammable liquid which
requires a lot of heat to ignite it, but it is cheaper to manufacture, and most
importantly more fuel is produced from the same quantity of crude oil. To
ignite the diesel fuel for combustion, the air that is drawn in on induction is
compressed to a very high pressure. The temperature of the air will also rise at
which point the fuel is injected into the cylinder and ignited by the hot air. This
is called COMPRESSION IGNITION – the correct name for a diesel
englne . The higher compression required to ignite the fuel, puts extra strain on
the engine, as a result the diesel engine is a more robust construction and the
precision made high pressure pump that is required to inject the fuel into the
combustion chamber against the high compression makes the diesel engine
more expensive to produce.

Advantages of the Diesel Engine

1. Lower fuel consumption;

2. Longer intervals between overhauls due to the more robust
construction.
3. Greater torque at lower r.p.m. which gives better top gear performance.

Disadvantages of the Diesel Engine

1. High initial cost due to more robust built engine and precision made
fuel injection equipment.
2. Less power-weight ratio which means lower acceleration speeds.
3. Noise due to high pressure injection pump and diesel knock.

Compression Ignition Engine (C.I. engine)

Compression Ignition engines are used in most goods and passenger vehicles
today. These engines are alternatively described as diesel engines in honour of
Dr. Rudolph Diesel who pioneered and developed heavy engines of this type.

In general construction and arrangement of the four-stroke diesel or C.I.

engine is very similar to the four-stroke, spark ignition engine. Similar
components are used in both types of engine, the particular operating
requirements of each being met by relatively small but important variations in
design. The essential difference between the two types of engine lies in the way
in which combustion is started and controlled. In the spark-ignition engine the
compressed and turbulent mixture of air and vaporised petrol in the combution
chamber is ignited by the electrical spark.

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In the C.I. engine air only is subjected to much greater compression and
turbulance, and after compression the temperature of the air usually exceeds
1000°C. This temperature is well above the self-ignition temperature of fuel oil
(diesel) so that when an atomised spray of oil is forced into very hot, dense and
turbulent air in the combustion chamber the burning starts spontaneously. The
rate of combustion after ignition is controlled directly by the rate at which fuel
oil is forced into the chamber, i.e. by how much fuel is injected.

The compression ratios of spark-ignition engines have been increased in recent

years in order to obtain greater thermal efficiencies and better fuel economy.
The normal maximum with readily available fuels is about 10:1. This being the
reason of detonation which will occur with ratios above 10:1 unless special fuel
is used.

The compression ratios of C.I. engines range from 14:1 up to 22:1. These high
ratios are essential to the operation of the engine and their use is possible
because air only — not a mixture of fuel and air is compressed. These higher
compression pressures result in higher maximum cylinder pressures during
combustion, which results in the C.I. engine having a higher thermal efficiency,
this being about 35% as against 20-25% of the spark ignition engine.

3.1 Diesel Fuel

Like petrol, diesel is a compound of hydrogen and carbon, extracted from
crude oil.

There are different grades of diesel fuel for diesel engines. What is commonly
sold in a service station is highly refined, and is suitable for use in high-speed
diesel engines, including those in light automotive use.

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The cetane rating of a diesel fuel defines how easily the fuel will ignite when it
is injected into the cylinder. The lower a fuel’s cetane rating, the longer it takes
to reach ignition point. Using a fuel with too low a cetane rating will increase
the amount of diesel knock in an engine. When diesel fuel is injected into the
cylinder, it does not ignite instantly. It takes time for the heat of the
compressed air in the cylinder to heat the fuel sufficiently for it to ignite. This
period of time from the start of injection, to the start of combustion is called
the delay period. During this delay period, fuel continues to be injected into the
cylinder.

When the fuel is heated sufficiently, it erupts into flame. Combustion occurs.
The sudden pressure rise sends a shock wave through the combustion chamber
that can be heard outside the engine. This is the sound called diesel knock.
Diesel knock can also be caused by poor atomization of the fuel, which can
take too long to reach combustion temperature. The higher the cetane rating of
the fuel, the easier a cold engine will be to start. The engine will produce less
smoke and odours, and there will be fewer deposits in the combustion
chamber. Diesel engines are also required to operate in low temperatures.
During low temperatures, the fuel becomes thicker. If the temperature is too
low, paraffin’s in the fuel begin to solidify, and form waxes. These waxes can
block filters, causing fuel starvation, and low power output.

To help prevent this, filters are fitted close to the engine, and sometimes
heaters are used. Diesel fuel also acts as a lubricant for the fuel system
components - provided it is free of water and abrasive particles as these will
destroy the high pressure system.

Hazards with diesel fuel

While diesel fuel oils are safer for storage and handling purposes than petrol,
they do pose a bigger risk to skin disorders. For this reason it is advisable to use
some barrier cream when working on diesel engines or its associated equipment
i.e. pumps, injectors, filters, etc.

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3.2 Diesel Fuel Requirements

Requirements of Diesel Fuel: The following qualities are required of diesel fuel:

 Ignitability: The ignition delay time must be short so that the engine
will start easily. Diesel fuel must allow the engine to run quietly with
little diesel knock.
 Cold fluidity: It must remain fluid under low temperature (no wax
formation) so that the engine will start easily and run smoothly.
 Lubricating power: Diesel fuel also serves as a lubricant for the
injection pump and nozzle. Therefore it must have adequate lubricating
power.
 Viscosity: It must have a proper viscosity (thickness) so that it will be
sprayed properly by the injectors.
 Sulphur content: Sulphur corrodes and wears engine parts so the
sulphur content in diesel fuel must be minimal.
 Stability: No changes in quality may occur, and no gum, etc., may
form in it during storage.

NOTE: The fuel quality needed in this context is its ability to self-ignite,
i.e. the temperature at which it will spontaneously ignite. At this stage it
should be pointed out that the self-ignition temperature is NOT the flash
point. The flash point of a fuel is the lowest temperature at which the
fuel gives off a vapour that will flash when exposed to a naked flame.
(Flash point for diesel fuel is about 70°C whereas the self ignition
temperature is in the region of 400 °C.)

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 Cetane Rating (Cetane Index): Classification of fuels for diesel

engines. This compares the ignition quality of a fuel with two reference
fuels.
 Reference Fuels:
1. Cetane – given the value of 100 because of its good ignition
quality. Alpha-methyl naphthalene rated at zero because of its
very poor ignition quality.
2. A fuel rated at 55 has a similar ability to self ignite as a fuel
consisting of 55% Cetane and 45% alpha-methylnaphthalene by
volume. The range of cetane indices for diesel oil is from 30 to
55, marked gas oil in Ireland has a minimum value of 45 and
road diesel has a minimum value of 50.

The fuel used in a diesel engine should have a Cetane number or rating just
high enough to give freedom from pronounced knock for the particular engine
under consideration.

4.0 Design and Operation of the Diesel

(CI) Engine
4.1 Four-Stroke Diesel Engine Cycle
A 4-stroke diesel engine has a cycle of 4 strokes. A stroke is the distance from
top dead centre to bottom dead centre. The piston travels down for 1 stroke on
intake, up for compression, down for power, and back up for exhaust.

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In intake, or induction, the inlet valve opens and the piston starts to move
down from top dead centre. Air enters the cylinder through the inlet port.
When the piston reaches bottom dead centre, the cylinder is full of air. The
inlet valve closes.

The piston starts up from bottom dead centre. The exhaust valve is closed so
the cylinder is sealed. The piston’s upward motion compresses the air. When
the piston reaches top dead centre, the air is compressed to about one-
sixteenth of its original volume. This is higher compression than in a similar
petrol engine. Compressing the air also heats it.

Both valves stay closed as the piston rises. Just before it reaches top dead
centre, an injector sprays fuel into the chamber. It mixes with the very hot
compressed air and ignites.

Air temperature of 400°c is required to ignite the diesel fuel.

Combustion occurs, the temperature rises much higher and the gases expand
and force the piston down in a power stroke. The piston reaches bottom dead
centre, the exhaust valve opens.

With the exhaust valve open and inlet valve closed, the piston moves up,
forcing exhaust gases out of the exhaust port. The piston reaches top dead
centre, the exhaust valve closes, the inlet valve opens and the cycle starts again.

4.2 Basic Four Stroke Diesel Principles

This is one cylinder of a 4-stroke diesel engine. This model uses what is called
direct injection. It is an internal combustion engine, with the 5 events common
to all internal combustion engines. Unlike the petrol engine, air alone enters the
cylinder on the intake stroke. The fuel is controlled by the driver.

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Compression forces the air into a small volume. This compression heats the air.
At the end of this stroke, diesel engine fuel is injected into the combustion
chamber.

Ignition, burning the mixture. It is just the heat of the compressed air that
ignites the fuel. That’s why diesels are called compression ignition engines.

Power, where energy released from combustion generates the force to turn the
crankshaft. And Exhaust, removing left-over gases. This brings the system back
to where it began, ready for another cycle.

One can obtain diesel from petroleum, which is called petrodiesel to

distinguish it from diesel obtained from other sources. As a hydrocarbon
mixture, it is obtained in the fractional distillation of crude oil between 250°C
and 350°C at atmospheric pressure. Diesel is generally simpler to refine than
gasoline and often costs less (though price fluctuations often mean that the
inverse is true). However, diesel fuel often contains higher quantities of mineral
compounds and sulfur. Emission standards in Europe have forced oil refineries
to dramatically reduce the level of these impurities, resulting in a much cleaner-
burning fuel that produces less soot. The United States has worked to reduce
the emissions from gasoline-powered vehicles in the last few decades, but diesel
engines have not been regulated as heavily. Diesel fuel in the U.S. is generally
much less pure than European diesel, though the transition to ultra-low sulfur
diesel (ULSD) will begin in 2006.

Reducing the level of sulfur in diesel is better for the environment, and it allows
the use of more advanced catalytic converters to reduce emissions of oxides of
nitrogen (NOx). However, this also reduces the lubricity of the fuel, meaning
that additives must be put into the fuel to help lubricate engines.

Diesel contains approximately 18% more energy per unit of volume than
gasoline, which along with the greater efficiency of diesel engines contributes to
fuel economy (distance traveled per volume of fuel consumed).

 Gas Oil - slightly less refined than Diesel for road usage.
 MDO (Marine Diesel Oil) - Thin Diesel, less refined than Gas Oil.
 IFO (Intermediate Fuel Oil)
 MFO (Medium Fuel Oil) - A mixture of HFO and MDO
 HFO (Heavy Fuel Oil) - Thick, viscous dark brown gunk. Requires
heating to flow.

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Biodiesel

Biodiesel can be obtained from vegetable oil and animal fats (bio-lipids, using
transesterification). Biodiesel is a non-fossil fuel alternative to petrodiesel. It
can also be mixed with petrodiesel in any amount in modern engines, though it
is a strong solvent and can cause problems in some cases. A small percentage
of biodiesel can be used as an additive in low-sulfur formulations of diesel to
increase lubricating ability.

Uses

Diesel is identical to heating oil, used in central heating. In both Europe and
the United States taxes on diesel fuel are higher than on heating oil, and in
those areas, heating oil is marked with a red dye and trace chemicals to prevent
and detect tax fraud.

Diesel is used in diesel engines (cars, boats, motorbikes...), a type of internal

combustion engine. Rudolf Diesel originally designed the diesel engine to use
coal dust as a fuel, but oil proved more effective.

The first diesel-engine automobile trip was completed on January 6, 1930. The
trip was from Indianapolis to New York City - a distance of nearly 800 miles.
This feat helped to prove the usefulness of the internal combustion diesel
engine.

4.3 Diesel Combustion Chambers

Diesel combustion chambers come in 2 main types. Direct and indirect
injection. Both are designed to promote turbulence, to help the compressed air
and injected fuel mix well.

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Engines using direct injection have cylinder heads with a flat face. The
combustion chamber is formed in the top of the piston. Sometimes, the rim of
the piston provides “squish”, forcing the air to the centre of the combustion
chamber. This causes turbulence as fuel is injected into the cylinder.

In indirect injection, the piston is fairly flat, or has a shallow cavity. The main
combustion chamber is between the cylinder head and the top of the piston,
but a smaller, separate chamber is in the head. Fuel is injected into this smaller
chamber. It can have various designs. A swirl chamber is spherical, and
connected to the main chamber by an angled passage. Both the injector and
glow plug are screwed into the head. The glow plug preheats the air inside to
help start the engine.

During compression, the spherical shape makes the air swirl in the chamber.
This helps make a better mixture of the air and fuel, which improves
combustion. This combustion chamber is divided into a main combustion
chamber and an air cell, joined by a throat. The injector is in the throat.

When injection commences, combustion pressure forces the air to flow from
the air cell where it mixes with fuel from the injector. The rush of air from the
air cell produces a rotary motion of gas in the main chamber which helps make
combustion more efficient. This pre-combustion chamber is screwed into the
cylinder head. The injector is mounted in the upper end. Injection occurs near
the top of the compression stroke. Only part of the fuel is burned in the pre-
combustion chamber because of the limited amount of air there. The high rise
in pressure forces burning fuel into the main chamber. This happens very
rapidly, which helps make more efficient combustion.

The compression ratio of a diesel engine is much higher than that of petrol
one. typical value of diesel engine 18:1

Refer to automotive technical manuals for specific engine compression

ratios.

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4.4 Diesel Fuel Delivery

Different diesel engines use different fuels. Fuel can be delivered to the
chamber in different ways. Direct injection means fuel is injected directly into
the chamber. The cylinder head usually has a flat surface and the combustion
chamber is formed in the piston crown. At top dead centre, there is very little
clearance between the cylinder head and the top of the piston.

This is a picture of a direct injection engine cylinder.

Another method of injecting fuel is indirect injection. Fuel is sprayed into a

smaller, separate chamber in the cylinder head. This chamber can have various
designs. A glow plug is not a spark plug. It is a small electric heater that pre-
heats the separate chamber as an aid to cold starting. It helps the combustion
which then spreads to the main chamber.

This picture is of an indirect injection engine cylinder.

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4.5 Direct Injection

Direct injection is usually used for larger diesel engines and 2-stroke diesel
engines, while indirect injection is usually used for smaller 4-stroke diesel
engines.

In a 4-stroke diesel, just as in a petrol engine, the inlet and exhaust ports are
controlled by valves. But the much higher operating pressures and
temperatures in diesel engines put more stress on diesel valves which are
usually larger than those in petrol engines. The intake valve passes only air so it
is cooler than the exhaust valve which releases all the hot gases after
combustion.

Valves in the diesel engine are usually parallel to the centre-line of the engine.
Small 4-stroke engines usually have 2 valves per cylinder. 1 inlet and 1 exhaust.

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4.6 Three Phases of Combustion

The combustion process in the cylinder of a CI engine is usually described in
three phases. The graph shows the variations in cylinder pressure plotted on a
continuous crank angle base.

The graph shows the variations in cylinder pressure plotted on a continuous

crank angle base.

Phase 1: Ignition delay period. This is the time taken (or angle turned by the
crank) between the start of injection to the commencement of the pressure rise.
During this important period, the injected fuel particles are being heated by the
hot air to the temperature required for the fuel to self-ignite.

Phase 2: Flame spread causes a sharp pressure rise due to the sudden
combustion of the fuel that was injected during the first phase. The rate of
pressure rise governs the extent of the combustion knock. This is commonly
called ‘diesel knock’ and is considered to be the main disadvantage of the CI
engine.

Phase 3: Direct burning of the fuel as it enters the chamber gives a more
gradual pressure rise. When the engine is operating at less than full load, this
phase does not exist.

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5.0 Diesel Engine Components

4-stroke and 2-stroke diesel engines both use the principles of internal
combustion, so many of their components have similar designs.

Diesel engine components are exposed to higher operating temperatures,

pressures and forces than petrol engines of similar size. Therefore the cooling
system has to dissipate the heat quicker than that of a petrol engine to maintain
the correct operating temperature. Their compression ratios are higher, and
they are often designed to out-last petrol engines. Their engine parts are usually
heavier or more rugged than those of similar output petrol engines.

Diesel blocks are usually made of cast iron, and heavier than in a petrol engine.
The skirt of the block usually extends below the centreline of the crankshaft.
This adds strength and rigidity.

Machined into it are the cylinders which are usually in the form of detachable
sleeves or liners. It is sealed at one end by a deep-section piece of metal or alloy
called a cylinder head, which houses the valves and injectors.

Most cylinder heads in diesel engines are cast iron. Depending on the engine
design, single or multiple heads can be used. Multiple heads avoid large castings
that, apart from being heavy, are liable to distortion.

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5.1 Diesel Engine Passages

Both 4-stroke and 2-stroke diesel engines have passages cast in the head to
carry oil for lubrication and water for cooling.

The combustion chamber can be formed in the cylinder head or the piston
crown. These chambers are different from those in petrol engines. That’s
because diesel fuel is different from petrol and so is the way it is ignited.

In a petrol engine, fuel already mixed with air enters the cylinder, and a spark
plug ignites it. That’s why petrol engines are called spark-ignition engines.

In a diesel engine, just air enters the combustion chamber first. It is then highly
compressed, and its temperature rises. Fuel is injected. It ignites, due to heat of
the compressed air. That’s why diesels are called compression-ignition engines.

Injectors are mounted in the cylinder head so that they reach into the
combustion chamber. They inject fuel into the chamber in atomised form - in a
fine spray. Atomised fuel burns more efficiently than liquid fuel. Different
spray patterns are used, depending on the shape of the combustion chamber.

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5.2 Diesel Crankshaft

The crankshaft is the same on 4-stroke diesel engines and 2-stroke diesel
engines. The shape may appear unusual at first. Crankshaft counterweights
keep the rotating components in balance and help the crankshaft turn as
smoothly as possible. The crankshaft turns because of the forces transmitted
through the connecting rods. It must also be held in place. Different kinds of
bearings have different designs. They reduce friction, and allow free movement.

The Crankshaft is held in the engine block by main bearings at points called
journals. The crankshaft also needs to be located to stop lateral movement.
This is done here by using flanges. Between the connecting rod and the
crankshaft are connecting rod bearings. They protect the spinning crankshaft at
points called journals. On the rear of the crankshaft of both the 4-stroke & 2-
stroke diesel is a heavy flywheel.

It stores energy from the power stroke and gives it to the crankshaft to help it
keep turning. In a 4-stroke, only 1 stroke in 4 delivers power. The energy from
this 1 power stroke has to turn the crankshaft through the other 3 strokes.
Without a flywheel the crankshaft would slow down and stop.

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5.3 Diesel Engine Pistons

Pistons in 2 & 4-stroke diesel engines can change direction hundreds of times a
second and are exposed to extremes of heat and pressure. Modern pistons are
made of aluminium alloys. Diesels using direct injection have an almost flat
surface on the cylinder head and almost all of the combustion chamber is in the
head of the piston. Engines with indirect injection usually have pistons with a
flatter head, and sometimes with small indentations.

When the piston is fitted, there must not be too much clearance. It has to seal
in the high pressures and temperatures generated by combustion. This is done
by piston rings – held in grooves in the side of the piston. The top two are
called compression rings. The lower ring is an oil control ring. It scrapes excess
oil off the lower cylinder walls.

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5.4 Air filter

The most common type of air cleaner on diesel engines is the oil bath type. It
has the advantage that it can be cleaned regularly without replacement. How
regularly it is cleaned depends on the conditions in which the vehicle is
operating (dusty etc).

Construction:

The filter assembly consists of a bowl which clamps to the manifold and is
filled with oil to a specified level, inside the bowl is a wire mesh enclosed in a
case with 13mm (approx) clearance at the side to allow the air to enter, and
13mm (approx) between the mesh and the oil. A cover is placed on top to seal
the air from entering the manifold without passing through the filter.

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Operating Principle:

When the engine is rotating the air is drawn in between the bowl and the case
of the wire mesh and it turns sharply to pass up through the wire mesh.
Because of the speed of the air, when it turns, the centrifugal force makes the
dirt, which is heavier than the air contact the oil were it is trapped. Any small
particles of dirt to escape the oil are trapped in the wire mesh which is moist
with oil, so only clean air enters the manifold.

A blocked air cleaner will result in black smoke being emmited from the
exhaust.

NOTE: It is most important that the oil in the bowl is at the correct level. To
much oil will result in the engine drawing in the oil with the air and “running
away”. In service, the wire mesh should be cleaned with a cleaning fluid
thoroughly, dipped in oil and allow to drain for a few hours (excessive oil in the
mesh will result in the engine “running away”.)

Paper element type air cleaner

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Medium-duty dry air cleaner

This type of cleaner consists of a removable cover attached to the air cleaner
body which contains a replaceable paper filter element, with a row of plastic
fins wrapped round it at the top end.

Air entering the upper part of the casing is directed to the fins on the element
which give the air a high rotational speed on its way down between the casing
and element. This will separate a large proportion of dirt from the air by
centrifugal action.

This dirt will be thrown to the outside, where it flows down the inner wall of
the casing and is ejected into the dust cup or container, which is baffled to
prevent the re-entry of the dust. The pre-cleaned air then passes through the
paper filter, which removes any remaining dust, before it enters the engine.

The dust container may be removed periodically and cleaned. The paper
elements should be replaced every 50,000 km when operating under normal
conditions.

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6.0 Diesel Fuel Supply Components

6.1 Diesel Fuel Injection
All diesel engines draw air only, past the intake valve into the cylinder. A high
pressure fuel injection system injects fuel into the cylinder. The amount of fuel
injected is varied to suit the load on the engine, and to control engine speed.
Intake air volume does not change.

In a basic diesel fuel system

1. A fuel tank holds the diesel fuel.

2. A lift pump takes fuel from the tank. It keeps the injection pump full of
fuel.
3. A sedimenter removes any water, and larger particles in the fuel.
4. A fuel filter removes minute particles.
5. An injection pump delivers fuel under very high pressure to the injectors,
along injector pipes. It must send the correct amount of fuel, and it must
send it at the correct time in the engine cycle. It also has a governor that
controls engine speed and a control lever on the governor is connected to
the accelerator pedal.
6. An injector, at each cylinder, sprays fuel into each combustion chamber.
7. Leak off pipes take fuel used for cooling, and for lubrication, from the
injection pump and injectors back to the tank. They also help to remove air
from the system.

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The basic system is divided into 2 sections. Low and high pressure.

1. Low pressure side.

The low pressure side cleans the fuel and delivers it to the high pressure side,
or fuel injection system. Dirt and water will damage a diesel fuel injection
system. The highly polished components need a very efficient filtration system
to ensure all traces of dirt and water are removed. The highly polished finish is
achieved by lapping 2 components together to form a matched set. Matched
components must not be interchanged after lapping is completed.

2. High pressure side.

The high pressure side of fuel injection system must raise the pressure of the
fuel high enough to open an injector. This allows the fuel to be forced into the
combustion chamber at the correct time.

6.2 Diesel Tanks & Lines

The fuel tank stores fuel in a convenient location, away from the engine. It is
commonly made of steel or aluminium. Baffles ensure the pickup tube is always
submerged in fuel. This stops air entering the system. The inside of the tank
can be treated to prevent rust. Galvanizing must never be used, because diesel
fuel reacts with zinc to produce powdery flakes that can block fuel filters. A
diesel fuel tank should be kept full, to prevent water condensing on tank
surfaces and contaminating the fuel.

In light commercial diesel engines, two fuel lines are used. One carries fuel
from the tank to the filters, and then to the fuel injection pump. The other is
the return line. It carries back to the tank the fuel that is used for lubricating
and cooling the injectors, the injector pump, and for bleeding the filters.

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They are usually made of seamless steel tubing, coated with tin to prevent rust.
Sometimes cadmium is used instead of tin. A fuel line must be large enough to
provide enough fuel flow for maximum power.

It’s supported under the vehicle by nylon insulators in brackets. Reinforced

synthetic rubber hoses allow for movement, and vibration of components. The
reinforcement is needed because the fuel line is subject to variations in
pressure.

Injector pipes are made of cold-drawn, annealed, seamless steel tubing. The
bore of the pipe is kept to the smallest diameter possible, and all of the pipes
are the same length. If pipes of different lengths were used, it would affect
injection timing.

6.3 Diesel Fuel Filters

The fuel filter removes abrasive particles, and water, that could damage the
accurately-sized, and polished injection equipment. The most efficient filtering
system uses the first filter to remove larger particles, and subsequent filters to
remove smaller particles. Water traps and sedimenters trap water, and larger
dirt particles. They can be separate units, or combined with an impregnated
paper element filter this type of filter is called an agglomerator.

Separate units pass the incoming fuel over an inverted funnel. At the edge of
the funnel, the fuel changes direction very quickly. Water and dirt are heavier
than fuel, so they are trapped, away from the funnel edge. They fall under
gravity, and settle at the base of the sedimenter. The lower housing is usually
clear for easy inspection, and it can include a drain plug so sediment can be
drained off daily.

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The most common type of filter material in light diesel vehicles is resin-
impregnated paper, pleated to offer a large surface area to the fuel. These filters
are also considered the most efficient. In some of the filters that use this paper,
fuel flows from outside to inside. In others, it flows from the base to the top or
visa versa.

A water level switch can activate a light on the dash, to warn the operator, the
sedimenter chamber may need draining. The switch has a float that is lighter
than water, but heavier than fuel. In the float is a magnet. As the float rises on
the water level in the fuel, the magnet closes a reed switch, which turns on a
warning light in the instrument cluster. The operator can then remove the drain
plug to drain the water.

6.4 Lift Pump

The lift pump transfers fuel from the tank to the fuel injection system. In
modern vehicles, the tank is mounted below the engine, and the fuel has to be
lifted up to the level of the engine. 3 types of lift pump are common on light
vehicle diesel engines – the diaphragm-type pump, the plunger pump, and the
vane pump.

The diaphragm-type pump can be mounted on the engine, or on the injection

pump. It is fitted with inlet and outlet valves, and an eccentric on a camshaft
acts on a 2-piece rocker arm connected to a diaphragm. Rotating the eccentric
causes the rocker arm to pivot on its pin, and pull the diaphragm down. This
compresses the diaphragm return spring, and increases the volume in the
pumping chamber above the diaphragm.

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Atmospheric pressure at the fuel tank forces fuel along the fuel line, to open
the inlet valve. Fuel flows into the pumping chamber. The eccentric keeps
rotating, and the rocker arm is released. The spring exerts force on the
diaphragm, to pressurize the fuel in the chamber. This pressure closes the inlet
valve, and opens the outlet valve, letting fuel be delivered to the injection
system.

If the system doesn’t need all of the fuel delivered, the pressure in the outlet
fuel line rises to the same level as in the pumping chamber. That holds down
the diaphragm, and keeps the diaphragm return spring compressed. When this
occurs, the split-linkage in the rocker arm, allows the lever to maintain contact
with the eccentric, without acting on the diaphragm pull-rod.

6.5 Plunger Pump

A second type of lift pump in light vehicle applications is the plunger pump. It
is mounted on the in-line injection pump, and it’s driven by a cam inside the in-
line injection pump housing.

Internally, a spring-loaded cam-follower converts the rotary motion of the

camshaft into reciprocating motion. The reciprocating motion is transferred to
a spring-loaded plunger, fitted with close tolerance in a cylindrical bore. It has 2
spring-loaded check valves - an inlet valve, and an outlet valve.

As the engine drives the injection pump, the lobe of the camshaft pushes the
cam follower into the plunger pump. The cam follower acts directly on the
plunger, pushing it towards the end of the cylinder bore. Fuel is displaced from
one side of the plunger, through the outlet check valve, to the other side of the
plunger.

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When the cam follower retracts, spring force on the plunger moves the plunger
out of the cylindrical bore. Fuel from the fuel tank enters behind the plunger
through the inlet check valve. Fuel in front of the plunger is displaced out of
the pump to the fuel injection system.

If the quantity of fuel required is reduced, so is the movement of the plunger.

A vane pump is used in distributor type injection pumps. It is also known as a

transfer pump. It is mounted on the input shaft in distributor type injection,
and pumps fuel whenever the distributor pump is driven by the engine.

It consists of a rotor, mounted off-centre in pump housing. Slots are machined

in the rotor to carry vanes. As the rotor rotates, the vanes can move into, and
out of, the slots. The vanes seal on the edges of the rotor slots and the pump
housing.

As the pump rotor rotates, trapped fuel is carried around by the action of the
rotor, until the leading vane uncovers the outlet port. Since the rotor is offset,
as it turns further, the volume between the vanes reduces, and fuel is squeezed
out of the pump. A pressure relief valve controls the pump’s operating
pressure.

6.6 Priming Pump

All diesel engines in light vehicle applications have a priming lever on the lift
pump, or a separate priming pump to allow for removing air from the fuel
system. This is called bleeding, or priming. Air can enter the system during
filter replacement, or when a fuel line is disconnected. This air will prevent fuel
from being injected, as air will compress and not pass through the fuel pipes
therefore the fuel has to be removed from the system. Without a priming
facility, the start motor would have to crank the engine over, to bleed and
prime the system. Excessive use of the starter motor for this purpose would
damage it, and it would soon discharge the battery.

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This diaphragm lift pump has a lever that acts on the diaphragm rocker arm.
Moving the priming lever moves the diaphragm down. Releasing the lever
allows the diaphragm return spring to force the diaphragm up. The action of
the diaphragm and valves during bleeding is the same for normal operation of
the pump.

6.7 Mechanical fuel pump - (Lift Pump) —

Diaphragm type
This consists of a chamber which is divided by
a flexible partition (diaphragm). A rod which is
fitted to one side of the diaphragm is operated
by a lever from a cam on the camshaft. In one
half of the chamber are two valves, the inlet
valve through which diesel is drawn into the
pump and the outlet valve through which diesel
is pumped to the injection pump via the fuel
filters.

In the other half of the chamber is a spring

which controls the pump pressure, pushes the
diaphragm upwards and keeps the lever on the
camshaft. When the diaphragm is pushed
upwards by the spring the pressure opens the
outlet valve and closes the inlet valve.

As the cam rotates, the lever and the diaphragm

are pulled downwards and suction is created in
the chamber. This suction closes the outlet
valve and opens the inlet valve causing diesel to
be drawn from the tank into the chamber. The
operation is then repeated.

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7.0 Diesel Fuel Injection High

Pressure Components
7.1 High Pressure Components
A light-automotive diesel engine typically has a higher compression ratio than a
comparable petrol engine. This high compression ratio heats the air in the
combustion chamber to a temperature high enough to ignite the fuel when it is
injected. High injection pressures are needed to overcome the compression and
combustion pressures in the combustion chamber, and break up the fuel into
small particles.

Because of these high pressures, the injector pump and the injector are made
from highly polished and accurately-sized components. The injector pump can
be an in-line type, and it is driven by the engine or it can be a rotary type, also
driven by the engine.

The quantity of air taken in on the intake stroke is not controlled by the driver.
The driver controls how much fuel is delivered to the engine. A characteristic
of all diesel engines is that at a fixed fuel setting, the amount of fuel delivered
to the engine will increase as engine speed, and pump speed increases. This is
called the rising characteristic of the fuel injection system, and unless it is
controlled, over-speeding of the engine will results also because combustion
pressures are greater in a diesel engine than in a comparable petrol engine, the
components are stronger and heavier. The higher mass of these reciprocating
and rotating components needs to be controlled, or damaging forces could be
generated.

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To achieve this control, all diesel engines use a governor to control how much
fuel is delivered from the injection pump, to the injectors, and into the engine.
There are several types of governors. Some operate mechanically, some are
pneumatic, and some are hydraulic.

Diesel engines need assistance to make cold starting easier. Most diesel fuel
injection systems inject extra fuel when starting, to ensure sufficient fuel will
vaporize and burn in the combustion chamber. Indirect injection engines may
also use heater plugs, or glow plugs, which usually screw directly into the
combustion chamber. They only heat the air, and do not begin the combustion.

7.2 Inline Injection Pump

Some diesel engines use in-line injection pumps to meter, and raise the pressure
of the fuel. The basic principle is for a plunger to act on a column of fuel, to lift
an injector needle off its seat.

Inside the pump are a pumping element, and a delivery valve for each cylinder
of the engine. The element has a barrel, and a plunger that fits inside it. Their
accurate fit and highly-polished finish ensures only minimal fuel leakage past
them, without needing positive seals. The barrel usually has 2 holes, or ports,
called the inlet port, and the spill port. They connect the inside of the barrel
with the gallery. The gallery contains filtered fuel from the low-pressure system.
At the top of the barrel are a delivery valve, delivery valve holder, and the pipe
to carry fuel to each cylinder.

The upper end of the plunger has a vertical groove, extending from its top to
an annular groove. The top edge of this annular groove is cut in a helix, also
called the control edge. Some pumps have a helix cut on top of the plunger.

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A camshaft, cam follower and spring, move the plunger in a reciprocating

motion.

When the plunger is below the ports, fuel from the gallery enters the barrel
above the plunger. This ensures the barrel is full of fuel. As the camshaft
rotates, the plunger is pushed past the ports. The highly polished surfaces cause
a sealing effect, trapping the fuel above the plunger. Moving the plunger
further raises the pressure of the fuel. This forces the fuel out past the delivery
valve, along the fuel line to the injector.

Fuel flows to the injector until the control edge uncovers the spill port. The
pressurized fuel above the plunger then moves down the vertical groove, to the
annular groove, and into the spill port. The delivery valve stops fuel leaking
from the pipe back into the element. It reduces pressure in the fuel line to
ensure there is no dribbling by the injector.

The delivery valve has a relief plunger, and a conical face which is held against
its matching seat by the delivery valve spring. The relief plunger on the valve is
a close fit inside the bore of the delivery valve seat.

When the fuel pressure rises, the delivery valve is lifted off its seat. When the
plunger is clear of its bore, fuel flows to the injector. When injection ceases, the
pressure below the delivery valve drops to gallery pressure.

Fuel pressure above the delivery valve forces the valve towards its seat. The
relief valve enters the seat bore, sealing the volumes above and below the
delivery valve. Further movement of the delivery valve towards its seat,
increases the volume in the injector pipe, and reduces the pressure in there.
This drop in pressure causes the injector needle to snap shut, helping to
prevent fuel dribble from the injector. The conical face of the delivery valve
then contacts the seat, further sealing the plunger from the injector pipe.

Rotating the plunger controls the length of the stroke for which the spill port is
covered. This is called the effective stroke. It influences how much fuel is
delivered to the injector. A short effective stroke means a small amount of fuel
is injected. A longer effective stroke lets more fuel be delivered. To stop the
engine, the vertical groove on the plunger is aligned with the spill port, which
stops pressure in the barrel rising.

The plunger is rotated by a control sleeve, a rack, and a pinion. Moving the
rack rotates the pinion, the control sleeve, and then the plunger. The rack’s
movement is controlled by the governor.

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7.3 Distributor Type Injection Pump

The distributor-type pump uses a vane-type transfer pump to fill the single
pumping element. This then raises fuel pressure to injection pressure. A
distribution system then distributes fuel to each cylinder, in the firing order of
the engine. The most common type in light automotive use is the Bosch VE
pump. A drive shaft driven from the engine rotates a plunger, and a cam disc.
Cams on the face of the disc have as many lobes as cylinders in the engine. A
plunger spring holds the cam disc against rollers that rotate on their shafts.

The lobes move the plunger to-and-fro in its barrel, making it rotate, and
reciprocate, at the same time. Its rotation operates the fuel inlet port to the
pumping chamber, and at the same time distributes pressurized fuel to the
correct injector. The reciprocating motion pressurizes the fuel in the pumping
chamber.

The plunger’s pumping action forces fuel through a delivery valve, to the
injector. This pump is for a 3-cylinder engine, so it has 3 delivery valves. The
barrel has 1 intake port and 3 distribution ports. The plunger has a central
passage, a connecting passage to the distributing slit, and a cross-drilling to a
control sleeve. As the plunger rotates, each intake slit aligns with the intake
port, and the distributing slit with the distributing port. As the plunger rotates,
the intake slit moves away from the intake port. At the same time, the plunger
is acted on by the cams, causing it to move axially along the barrel, pressurizing
the fuel in the pumping chamber. The distributing slit now uncovers the
distribution port, and the pressurized fuel passes through delivery valve to the
injector.

Further rotation of the plunger closes off the distribution port, and opens the
intake port. At the same time, the plunger spring moves the plunger back along
the barrel for the next pumping stroke.

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For intake, fuel from the feed pump reaches the open intake port in the barrel.
The intake slit aligns with the intake port, and fuel fills the pumping chamber
and passages in the plunger.

For injection, the plunger rotates to close off the intake port, and moves along
the barrel, to pressurize fuel in the pumping chamber. The distributing slit
aligns with the distribution port and the pressurized fuel forces the delivery
valve off its seat, and reaches the injector. In this phase, a cut-off port in the
plunger is covered by the control sleeve. To end fuel delivery, the plunger’s cut-
off port moves out of the control sleeve, and lets pressurized fuel spill back
into the pump housing. This relieves pressure in the pumping chamber, the
delivery valve closes, and injection ceases.

Metering the fuel is controlled by effective stroke of the control sleeve, and
that’s determined by the action of the governor sliding the control sleeve along
the plunger. Sliding it one way opens the cut-off port earlier, and reduces
effective stroke. Sliding it this way delays its opening, and increases effective
stroke. The governor changes the position of the control sleeve to vary the
quantity of fuel delivered, according to throttle position and load. When the
ignition is switched off, an electrical solenoid closes off the intake port, and
stops fuel delivery.

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7.4 Diesel Injectors

Most diesel fuel injectors use the same basic design, made from heat-treated
alloy steel. The actual shape will vary according to the application.

The injector assembly has several main parts. The nozzle assembly is made up
of a needle and body. A pressure spring and spindle hold the needle on the seat
in the nozzle body. A nozzle holder, sometimes called the injector body, may
allow for mounting the injector on the engine, and some method of adjusting
the spring force applied to the needle valve. A cover keeps out dirt and water.

Components identified

1. “Fuel return to tank” (leak off)

2. Pressure adjusting shim
3. Pressure spring
4. Injector body
5. High pressure fuel supply
6. Pressure pin
7. Needle valve
8. Nozzle retaining nut
9. Nozzle

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The injection pump delivers fuel to the injector. The fuel passes through a
drilling in the nozzle body, to a chamber above where the needle-valve seats in
the nozzle assembly. As fuel pressure in the injector gallery rises, it acts on the
tapered shoulder of the needle valve, increasing the pressure until it overcomes
the force from the spring, and lifts the needle valve from its seat. The highly
pressurized fuel enters the engine at a high velocity, in an atomized spray.

As soon as delivery from the pump stops, pressure under the needle tapered-
shoulder drops, and the spring force pushes the needle down on the seat,
cutting off the fuel supply to the engine.

Leak off pipes

Some of the fuel is allowed to leak between the nozzle needle and the body, to
cool and lubricate the injector. This fuel is collected by the leak- off line, and
returned to the fuel tank for later use.

Injector nozzle

The two main types of nozzle in service are the hole types and the pintle types.

Hole Types

These are used in conjunction with direct

injection combustion chamber. They may
be of normal or long-stem type. The latter
being used where either space is restricted
or heat may be excessive. The four hole
injector is the most common arrangement
as it provides a symmetrical pattern of
spray. The size and length of the hole
determines the shape and penetration of
the atomized spray.

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Pintel nozzle: These are used in

conjunction with the indirect injection
combustion chamber which always have
adequate air turbulence. They spray at a
much lower pressure than the holed type
and in some types the lower part of the
needle is of special shape so that a slight
movement of the needle results in the
delivery of a preliminary spray. The main
delivery being slightly delayed. This results
in a more gradual pressure rise in the
combustion chamber and a smoother
running engine.

Pintaux nozzle: A further development of the pintle nozzle is the pintaux

nozzle design. It is designed to aid starting of the indirect injection type engine
by using a nozzle with an oblique hole to direct fuel to the hottest part of the
antechamber “B” (heat plug side) under the starter cranking speed.

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When the engine starts the spray is now directed out of the main spray hole to
the hottest part of the antechamber “A” when the engine is running.

In pintle-type nozzles, a pin, or pintle, protrudes through a spray hole. The

shape of the pintle determines the shape of the spray, and the atomization of
the spray pattern. Pintle nozzles open at lower pressures than hole-type
nozzles. They are used in indirect injection engines, where the fuel has a
comparatively short distance to travel and the air is not as compressed as in the
main chamber.

Picture shows spray pattern images of “hole” type injector that help
diagnose injector condition

Distorted spray pattern Optimum spray pattern

Poor spray pattern with clogged Uniform spray pattern with clean
injector. injector.

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7.5 Diesel Injector Testing

Diesel injector testing can only be carried out using manufactures recommend
procedures.

Injector inspection

A faulty injector may be diagnosed by:

1. Excessive smoke emission from engine exhaust.

2. Engine misfiring.
3. Diesel knock.
4. Loss of power.

To locate the faulty injector, slacken off the injector pipe union of each injector
in turn (similar to shorting out spark plugs on a petrol engine). The faulty
injector is the one which produces no change in the running of the engine
when the pipe union is slackened. Once located the injector may be removed
and tested on a test rig. It is advisable to check the condition of the injectors
for serviceability at regular intervals to ensure good engine performance.

STEP 1: Ensure injector is fitted in testing rig correctly as the spray from the
injector can easily penetrate the skin.

STEP 2: Breaking Pressure

This test checks the injector for incorrect spring tension broken spring, or
sticking needle valve. Operate machine and note breaking pressure of injector,
compare with manufacturers specification. Adjust if necessary.

STEP 3: Spray Formation

This test checks the injector for holes partly blocked, carbon at needle valve tip,
pintle damaged. Operate machine rapidly and check spray formation:

a) Multi-hole nozzle should all travel through the same distance and have
a similar form, appearing as a fine mist without distortion and without
visible streaks of unvaporized fuel. Buzzing sound should be heard.
Delay type injectors may not buzz on test rig.
b) Pintle nozzles with the preliminary spray under engine cranking speed.
Operate machine slowly and check formation of preliminary spray and
then rapidly to check main spray, both should spray without distortion.

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STEP 4: Nozzle seat dryness This checks the injector for needle valve sticking
incorrect seating or carbon deposits. Clean and dry nozzle tip. Operate
machine until injector pressure is 10 BARS below breaking pressure and hold
for 20 - 40 seconds. Release handle hold bloting paper against nozzle tip and
check size of stain it should not exceed 12mm in diameter, leakage dribble
causes carbon deposits at nozzle tip or pintle.

 Never Hold Blotting Paper Against Nozzle Tip when The Machine
Lever is Being Pressed.

STEP 5: Back leakage This test checks the condition of the injectors needle
valve and body for wear. Operate machine until 10 BARS below breaking e
pressure. Isolate pump, release hand lever and allow pressure to fall off
naturally. Record the time it takes for the pressure to drop:

(a) 50 BARS for holed type in 6-30 seconds.

(b) 25 BARS for pintle in 6-30 seconds.

A drop of pressure below 6 seconds, needle valve and nozzle worn, shoud be
replaced. A drop of pressure in excess of 30 seconds, needle valve too tight in
nozzle, may cause sticking. Check for visible leaks at nozzle to injector body
joint etc. Which would cause excessive drop in pressure. Remove, clean and
reassemble joint and torque to correct pressure.

Fault Cause
Nozzle does not buzz Valve binding or seal leakage cap nut
distorted
Leak off excessive Worn needle and nozzle. Dirt
between face of nozzle and holder.
Slack nozzle cap
Injector pressure too high Spring tension too tight. Valve seized.
Block nozzle holes
Injector pressure too low Spring tension too low. Spring
broken. Needle valve stuck open
Nozzle seat drip Valve sticking. Worn needle valve to
nozzle seat
Distorted spray Holes partly blocked. Pintle damaged.

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8.0 Cold Starting Devices

8.1 Glow Plugs
Glow plugs are used to heat the combustion chambers of diesel engines in
cold conditions to help ignition at cold start. In the tip of the glow plug is a coil
of a resistive wire or a filament which heats up when electricity is connected.

Glow plugs are required because diesel engines produce the heat needed to
ignite their fuel by the compression of air in the cylinder and combustion
chamber. Petrol engines use an electric spark plug. In cold weather, and when
the engine block, engine oil and cooling water are cold, the heat generated
during the first revolutions of the engine is conducted away by the cold
surroundings, preventing ignition. The glow plugs are switched on prior to
turning over the engine to provide heat to the combustion chamber, and
remain on as the engine is turned over to ignite the first charges of fuel. Once
the engine is running, the glow plugs are no longer needed.

Indirect-injection diesel engines are less thermally efficient due to the greater
surface area of their combustion chambers and so suffer more from cold-start
problems. They require longer pre-heating times than direct-injection engines,
which often do not need glow plugs at all in temperate or hot climates even for
a cold start.

In a typical diesel engine, the glow plugs are switched on for between 10 and 20
seconds prior to starting. Older, less efficient or worn engines may need as
much as a minute (60 seconds) of pre-heating.

Large diesel engines as used in heavy construction equipment, ships and

locomotives do not need glow plugs. Their cylinders are large enough so that
the air in the middle of the cylinder is not in contact with the cold walls of the
cylinder, and retains enough heat to allow ignition.

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Modern automotive diesel engines with electronic injection systems use various
methods of altering the timing and style of the injection process to ensure
reliable cold-starting. Glow plugs are fitted, but are rarely used for more than a
few seconds.

Glow plug filaments must be made of materials such as platinum and iridium
that are resistant both to heat and to oxidation and reduction by the burning
mixture. These particular materials also have the advantage of catalytic activity,
due to the relative ease with which molecules adsorbed on their surfaces can
react with each other. This aids or even replaces electrical heating.

8.2 Glow Plug Circuit

Cold Starting

Cold starting compression-ignition engines can be a problem because of initial

heat losses. This is particularly so with indirect injection type. The difficulty can
be overcome in several ways. At the cylinder head end these plugs have either a
small tube or a coil of wire which glows at red heat when switched on. Modern
heater plug systems are energised from 7 to 17 seconds depending on type. The
plugs are energised just before cranking for the prescribed time period to give a
tip temperature of about 1000C.

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The above system consists of a time-controlled relay, coolant

temperature sender, glow-plug warning light, 60 amp fuse, glow plugs,
ignition switch and related wiring. More information can be sourced
from automotive technical manuals. The power rating of approximately
75 Watts is required by each plug.

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Module 6– Unit 1 Diesel Fuel System

8.3 Basic Testing For A Glow Plug /Circuit

Test procedure is as follows:

(Reproduced courtesy of Autodata Ltd, Unit 5 Priors Way, Maidenhead, England)

Manufacturer: Volkswagen Model: Golf (98-06) 1,9D TDI

Engine code: AGR Output: 66 (90) 4000

Tuned for: Year: 1997-02 © Autodata Limited 2006

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Module 6– Unit 1 Diesel Fuel System

9.0 Diesel Electronic Control

Systems
Diesel engines are subject to very high stresses during compression and
ignition, and increasingly stringent emission standards have made better control
of the diesel combustion process necessary.

Electronic controlled diesel systems give very precise control of the fuel
injection and combustion process. Electronic controls have delivered other
benefits besides a reduction in fuel consumption and emissions, such as an
increase in power and torque; improved engine responsiveness; a reduction in
engine noise and diesel knock; and improved and expanded diagnostic
capabilities through the use of scan tools.

Diesel electronic control systems monitor and control many variables,

including:

1. Engine speed:

 to maintain a smooth functional idle,

 and to limit the maximum safe engine speed, power, and
torque;
 and to keep the engine output to within safe limits.

2. Fuel injector operation:

 including the timing, rate and volume of fuel injected.

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3. Glow plugs and heater elements:

 Control of pre-heating of the intake air to support quick cold

starting and reduced cold run emissions.

4. Exhaust emissions:

 Analysis of exhaust gas to determine combustion efficiency and

pollutants.

5. And the data bus:

 An electronic communications network that allows exchange of

data between computers - necessary for efficient operation and
fault diagnosis.
 Other inputs monitored include:
 Crankshaft position,
 Throttle position,
 Brake and clutch operation,
 Battery voltage,
 Cruise control request,
 Air, oil fuel, exhaust and coolant temperatures,
 Intake air, oil and fuel pressures.

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9.1 Common Rail Diesel Injection System

The Common Rail Diesel Injection System delivers a more controlled quantity
of atomised fuel, which leads to better fuel economy; a reduction in exhaust
emissions; and a significant decrease in engine noise during operation.

In the Common Rail system, an accumulator, or rail, is used to create a

common reservoir of fuel under a consistent controlled pressure that is
separate from the fuel injection points. A high-pressure pump increases the fuel
pressure in the accumulator up to 1,600 bar or 23,200 PSI. The pressure is set
by the engine control unit and is independent of the engine speed and quantity
of fuel being injected into any of the cylinders. The fuel is then transferred
through rigid pipes to the fuel injectors, which inject the correct amount of fuel
into the combustion chambers.

The injectors used in Common Rail systems are triggered externally by an

Electronic Diesel Control, or EDC unit, which controls all the engine injection
parameters including the pressure in the fuel rail and the timing and duration of
injection.

Diesel fuel injectors used in Common Rail injection systems operate differently
to conventional fuel injectors used in the jerk pump system, where the plungers
are controlled by the camshaft position and speed. Some common rail injectors
are controlled by a magnetic solenoid on the injector. Hydraulic force from the
pressure in the system is used to open and close the injector, but the available
pressure is controlled by the solenoid triggered by the Electronic Diesel
Control unit.

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Some injectors use Piezo crystal wafers to actuate the injectors. These crystals
expand rapidly when connected to an electric field. In a Piezo inline injector,
the actuator is built into the injector body very close to the jet needle and uses
no mechanical parts to switch injector needles.

The electronic diesel control unit precisely meters the amount of fuel injected,
and improves atomization of the fuel by controlling the injector pulsations.
This results in quieter, more fuel efficient engines; cleaner operation; and more
power output.

9.2 HEUI Diesel Injection System

The Hydraulically actuated, electronically controlled Unit Injector or HEUI
system of diesel fuel injection operates by drawing fuel from the tank using a
tandem high and low pressure fuel pump. The pump circulates fuel via the 'low'
side of the pump at low pressure through a combination of fuel filter, water
separator, and heater bowl, and then back through the 'high' side of the pump
at high pressure into the fuel galleries located in the cylinder head, and through
to the injector units.

The injectors are controlled by a Power train Control Module or PCM.

Although the PCM controls the duration of fuel injection pulses based on a
range of inputs, oil from a high-pressure oil pump hydraulically actuates the
injectors.

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By varying the oil pressure, injection can be controlled independently of the

position or speed of the engine crankshaft or camshaft. A solenoid-actuated
valve controls the high-pressure oil flow which is applied to the top of an
intensifier piston in the injector. This can increase injection pressures to 1250
to 1800 Bar or 18,000 to 24,000 PSI.

The area of the head of the intensifier piston is approximately 7 times the area
of its plunger. As a result a 7:1 pressure increase on the fuel beneath the
plunger can be achieved.

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