Fuel Pumps

Bosch Scroll pump

The Bosch scroll pump consists of a plunger running in a barrel. The plunger is
shaped as per the diagram and is rotated in the barrel by the fuel rack.

Position one-The plunger is travelling down the barrel and the suction and spill
ports are uncovered. A charge of oil enters the chamber

Position two-The suction and spill ports are covered and the barrel is travelling up
the barrel. Pressure builds up until the fuel valve opens and injection commences

Position three-the spill port is uncovered, pressure above the plunger rapidly drops
as the oil spills out. End of injection
It can be seen that by rotating the plunger the bottom edge uncovering the spill port
can be moved. In this way the amount of fuel delivered is varied. On this only the end
of injection timing is varied. Start of injection is constant. Some adjustm =481>

A standard bosch fuel pump can be fited wih a profiled plunger. The avantage of this
is that the combustion process can be controlled to suit load conditions thereby
improving efficiency.

Variable beginning and end-Variable Injection Timing (VIT) control

This allows for ideal matching of load to injection timing for various qualities of fuel.
The Barrel insert can be moved up and down by action of the Nut. This has the effect
of altering the position of the spill port relative to the plunger stroke. Therefore the
beginning of injection is altered. The end of injection is varied by its normal way of
rotating the plunger.

The Nut, which moves linearly, is controlled by the VIT rack, this is altered-
continuously by the engine management.

Pump adjustment-Individual pumps may be adjusted in order to account for wear in

the pump itself or the entire range of pumps can be adjusted to suit particular loads
or fuel ignition quality. Individual pumps are adjusted by means of the screwed links
from the auxiliary rack to the nut, just as the main rack adjustment is carried out.
Adjustment of all pumps is simply by movement of the auxiliary fuel rack.

Problems associated with jerk pumps-the main problem with pumps of this type is
that sharp edges on the plunger and around the spill port become rounded. As
injection commences when the spill port is covered by the plunger, this means that
later injection takes place. With the variable injection pump this can be accounted for
by lowering the barrel insert and hence the spill port, so that it is covered at the
required point. In older type pumps, adjustment required washes and shims to be
placed between the plunger foot and cam follower or shims removed from below the
pump body in order to lower it and the spill port relative to the plunger. Wear also
causes leakage between the plunger and barrel but the only solution is replacement.
Original timings must be restored.

The period of fuel injection

Typical fuel pressure curve at outlet from pump

A-Pump spill closes (approx. 8o)

B-Fuel injector opens (approx. -4o)
C-Spill opens (approx. 12o)
D-Fuel injector closes (approx. 16o)
E-Reflected pressure wave
F-Period of partial equilibrium i.e. the rate of delivery from the rising plunger in the
barrel equals the flow out of the injector, therefore no pressure rise. Instability of the
wave form can indicate too low viscosity fuel supplied.
G- Injection period (approx. 20o)

It can be seen that the maximum pressure generated by the pump is far higher than
the opening pressure by the injector ( 650 against 350 Kg/cm2). Engine monitoring
equipment can be used to generate this graph allowing diagnosis of the fuel supply
equipment. For example, the rate of rise of pressure before the fuel injector first
opens indicates wear in the fuel pump.
Period of equilibrium

This is the period between the beginning and end of stroke and can be
divided into three periods.

1. Delivery with no injection- being subject to high pressure the fuel

reduces in volume, about 1 %. This causes a loss of effective plunger
stroke and hence delays the start of injection. The main factor in this is
the length of fuel pipe. The effect must be considered when advancing
the fuel cam in relation to engine speed.
2. Main injection period-This is directly related to the effective stroke of
the fuel pump plunger and consequent engine load. The engine speed
can alter the resilient pressure fluctuations in the fuel pipe and so alter
the fuel delivery curve and cause irregular discharge from the injector.
3. Secondary injection period-This is referred to as 'dribbling' and is due
entirely to the resilient pressure fluctuations in the fuel piping and
related to engine speed. The fuel oil passing to the injector has kinetic
energy. At end of injection a low pressure wave passes through the fuel
closing the needle valve in the injector. The kinetic energy in the fuel is
converted to pressure energy and a pressure wave is formed. This can
be seen below as the 'reflected pressure wave'. Avoided by fitting short,
large diameter rigid fuel lines and having a sharp cut off at the fuel
pump or an anti dribble device.

Effects of high speed;

a, start of injection can be delayed 3 to 10o - counteracted by advancing fuel cam by

appropriate amount.

b, fuel pressure can be reduced by half maximum desired

Anti-dribble Non-return valve-fitted to fuel pump discharge

Variable rate injection

In an effort to improve the combustion characteristics of the burn period profiled
cams have been used which reduce the initial rate /*of delivery smoothing out the
process.

Sulzer Type Fuel pump

The Sulzer differs from the Bosch scroll pump in that it operates with a plain plunger,
timing being effected by operation of valves.

The cam, which is driven via gears by the crankshaft forces the plunger up the barrel
thereby delivering fuel to the injectors during the period that both suction valve and
discharge valve is shut.
The eccentric cam which alters the timing of spill is rotated via the fuel rack driven
from the governor. The eccentric cam altering the opening and closing of the suction
port, may be altered manually or driven off an engine management system to
change the beginning of injection.

Common Rail System

When compared to the jerk system the common rail system is said */to be quieter,
gives more accurate control of fuel pressure, has no high torque's or sudden loads
transmitted to the camshaft.

High pressure fuel (300 bar) I delivered from a crank driven constant output pump to
the fuel main, which supplies all the cylinders. The pump drive is chain driven from
the crankshaft. The cam operated timing valves control the start and the duration of
fuel injection to each cylinder. The pressure can be controlled by air operated relief
or spill valves. The air pressure is controlled by a cam operated reducing valve. The
excess fuel is spilled from the HP main and passes to the buffer. An overspeed trip
collapses fuel pressure to a drain tank.

Modern common rail system. Modern requirements for very precise fuel injection
timing and delivery, varying fuel quality and load/speed variations has led large slow
speed engine designers to the common rail system.

An electric driven high capacity pump supplies fuel to electric operated solenoid
valves. One solenoid is fitted for each fuel valve. By computerised control the
requirements can be met

Modern Hydraulically driven pump

Development of the slow speed engine has lead to the 'camshaftless' design. Here
the motive force for the fuel pump has changed from mechanical cam and follower
to hydraulic.

Hydraulic oil is suppled via either a dediciated supply or more 8*normally common
rail system. Accummulators are fitted on the pumps to smooth the motive oil
pressure at the pump.

Hydraulic oil is diverted from the system to the pump actuation piston via an
electrically controlled solenoid valve. This valve has three positions the middle being
neutral.
The Control of the solenoid valve is carried out by the engine management system
and is affected by such parameters as engine loading, engine revs, fuel quality and
exhaust gas condition fuel oil flows under 8 bar boost pressure through a non-return
suction valve and the piston falls to start of stroke position.
The solenoid valve may be proportioning in that it may control the flow rate to the
power piston thereby changing the rate of fuel injection flow. For example, at lower
loads a higher rate on injection may be allowed for. This has the effect of increasing
Pmax, gives better heat release and thereby improving fuel economy.