FUEL INJECTION PUMP

An Injection Pump is the device that pumps fuel into the

cylinders of a diesel engine. The pump is driven indirectly from
the crankshaft by gears, chains or a timing belt that also drives
the camshaft on overhead-cam engines (OHC). It rotates at half
crankshaft speed in a four-stroke engine. Its timing is such that
the fuel is injected only very slightly before top dead center of
that cylinder's compression stroke.

CLASSIFICATION OF DIESEL FUEL INJECTION PUMPS

In a diesel engine fuel injection system for automobiles and
industrial machines, a pump, which injects fuel with a plunger, is
generally used. This type of pump is classified as follows.
In line type pump: The same number of plungers as engine
cylinders are aligned in series in the pump.
Distributor type pump: One plunger distributes fuel into
each cylinder.

In Line Fuel Injection Pump

It consists of pump main body, governor, feed pump and timer. It
has the same number of plungers as cylinders of the engine and
supplies fuel to all cylinders with one rotation of the camshaft. As
this type of pump has the longest history of usage, it is widely
used. It is now used in trucks, agricultural machines and
construction machines, while the distributor type is used for small
engines.
The inline fuel injection pumps are of different types such as Inline
500 type, Inline 620 type, Euro 1 type, HINO type fuel injection
pumps. The working principle of all the Inline fuel injections
pumps is the same, but they are different in the construction. The
difference between In line 500, in line 620 type of fuel pumps
from EURO 1 type fuel pump is that the In line 500 and 620 boost
pressure is supplied to the pump which increases the efficiency of
in line 500 and 620 when compared to EURO 1.the fly weight of in

line 500 and inline 620 type is bigger than the fly weight of
EURO1.

PARTS OF IN LINE FUEL INJECTION PUMP

1.
2.
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6.
7.
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10.
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14.
15.

Delivery-valve holder
Filler piece
Delivery-valve spring
Pump barrel
Delivery valve
Inlet port and spill port
Control helix
Pump plunger
Control sleeve
Plunger control arm
Plunger return spring
Spring seat
Roller tappet
Cam
Control rack

 Delivery-valve holder: The delivery valve holder acts as a

support for delivery valve spring. The delivery valve holder is
placed above the copper filler piece which is not re-usable
because it gets pressed during the delivery.
Filler piece: The filler piece is made up of copper and is
present in between the delivery valve holder and delivery valve
spring. The filler piece is not useable because it gets damaged
due to the delivery pressure.
Delivery-valve spring: The spring is used to cut off the
delivery of the fuel at reduced pressures. There is a lock plate
present below the spring used to lock the element.
Delivery valve: The function of the delivery valve is to deliver
the fuel from the pump at high pressures to fuel injectors
through high pressure pipe lines.

 Inlet port and spill port:

port The function of the inlet port and
spill port is to draw the fuel from the plunger during the cam
rotation and delivers it at high pressure from the spill port.
Control helix: The control helix is present on the plunger and
it is a helical groove which connects the inlet port and spill port
for the delivery of fuel.
Pump plunger: The pump plunger reciprocates inside the
barrel and it has an helical groove on it. The plunger is driven
by cam and tappet mechanism.
Control sleeve: The control sleeve is used to fit the element
(plunger and barrel) and it acts as a grip for the element.
Plunger control arm: Plunger control arm is used to control
the movement of the plunger inside the barrel.
Spring seat:
seat Spring seat acts as a support or grip to the
plunger return spring.
Cam and Roller tappet: Cam and roller tappet drives the
plunger according to the rotation of the cam.
Control rack: Control rack consists of control rod which is
used prevent dust from entering. The clearance between
control rod and the upper plate of plunger spring is generally
0.13mm.

Method of Operation
In line fuel injection pump consist of a plunger driven by a
cam and tappet mechanism at the bottom. The plunger
reciprocates in the barrel. The quantity of plunger varies with the
number of cylinder in the engine. The plunger has a rectangular
vertical groove which extends from the top to another helical
groove. The delivery valve can be lifted off its seat under the
pressure of liquid fuel and against the force of the spring. The
passage is connected to the fuel atomizer.
When the plunger is at the bottom of its stroke and supply as well
as spill ports are uncovered, oil from fuel feed pump, after

filtration is forced into the barrel. The supply and the spill port are
sealed at certain stage when the plunger is pushed away with the
help of cam and tappet mechanism which is provided at bottom.
During the further movement of plunger the fuel above it gets
compressed and the high pressure developed, lifts the delivery
valve off its seat and fuel starts flowing through the passage to
the atomizer. As the plunger rises up still further, at a particular
moment the helical groove connects the spill port through the
rectangular vertical groove, to the fuel in the upper part of the
plunger. Consequently there is a sudden pressure drop due to
which the delivery valve falls back on its seat under the force of
spring. This increases the volumetric capacity of the delivery
system resulting in sudden pressure drop in the delivery pipe.
Thus the discharge from nozzle of the injector is cut off suddenly
and the fuel is prevented from dribbling into the cylinder even
after the injection ceases. The cycle is repeated frequently.
During each stroke of plunger, the duration of the delivery is more
or less, according to the spill port is made to communicate, earlier
or later, with the high pressure fuel in the upper part of the barrel.
This depends up on the position of the helical groove which can
be changed by rotating the plunger with help of rack. When
engine at full load, the position of the helical groove on the
plunger is kept below the passage. At partial load or normal
delivery, the plunger is rotate to a position nearby passage, in
which the delivery takes place for shorter period. When the
engine is stopped, the plunger is rotate to the position where
helical groove is opposite to the passage, in which rectangular
slot is in line with the spill port. There is no pressure built up
above the top of the plunger, the delivery valve is not at all lifted
and hence no delivery of fuel to the atomizer takes place. The
bore of the pump ranges in eight sizes from 5 mm to 10 mm but
the stroke of the plunger is standardized at 9 mm.

ROTARY FUEL INJECTION PUMP

The injection pump is a single-plunger mechanical pump which
distributes fuel to the injectors in the correct firing order. The
pump is driven by the camshaft spur belt or gear at one-half

crankshaft speed. All moving parts inside the pump are lubricated
by diesel fuel.

Fuel Delivery Valves: The fuel delivery valves on the

injection pump help is used to ensure that the injector will close
quickly at the end of each injection. The injectors must close
quickly in order to prevent fuel "dribble" which can cause preignition and high exhaust emissions.
Vane Pump: The rotary-vane pump inside the injection
pump draws fuel through the filter from the tank and supplies it
to the distributor plunger. The vane pump rotor is driven by the
engine camshaft spur belt or gear. As the rotor spins,
centrifugal force holds the vanes against the walls of the
pressure chamber. The off-center or eccentric layout of the

rotor and pressure chamber "squeezes" fuel trapped between

the vanes and forces it out the delivery port. Vane pump fuel
pressure lubricates moving parts in the rest of the pump,
supplies fuel to the distributor plunger for the injectors, and
controls injection timing advance mechanism.
Metering sleeve: The injection cut-off point is controlled by
the position of a metering sleeve on the distributor plunger.
The position of the metering sleeve is controlled by a linkage
connected to a centrifugal governor and also the accelerator
pedal.
Cam plate: The rotary pump consists of a cycloidal cam
plate which is used to drive the plunger.

Design and Construction

The pumps drive shaft runs in bearings in the pump housing
and drives the vane-type fuel-supply pump. The roller ring is
located inside the pump at the end of the drive shaft although it is
not connected to it. A rotating- reciprocating movement is
imparted to the distributor plunger by way of the cam plate which
is driven by the input shaft and rides on the rollers of the roller
ring. The plunger moves inside the distributor head which is
bolted to the pump housing. Inside the distributor head are the
electrical fuel shutoff device, the screw plug with vent screw, and
the delivery valves with their holders. If the distributor pump is
also equipped with a mechanical fuel shutoff device this is
mounted in the governor cover.
The governor assembly comprising the flyweights and the control
sleeve is driven by the drive shaft (gear with rubber damper) via a
gear pair. The governor linkage mechanism which consists of the
control, starting, and tensioning levers, can pivot in the housing.
The governor shifts the position of the control collar on the pump
plunger. On the governor mechanisms top side is the governor
spring which engages with the external control lever through the
control-lever shaft which is held in bearings in the governor cover.
The control lever is used to control pump function. The governor
cover forms the top of the distributor pump, and also contains the
full-load adjusting screw, the overflow restriction or the overflow

valve, and the engine-speed adjusting screw. The hydraulic

injection timing device is located at the bottom of the pump at
right angles to the pumps longitudinal axis. Its operation is
influenced by the pumps internal pressure which in turn is
defined by the vane-type fuel-supply pump and by the pressure
regulating valve. The timing device is closed off by a cover on
each side of the pump.

Method of Operation
The main rotating components are the drive shaft,
distributor rotor, transfer pump blades, and governor
components. The drive shaft engages the distributor rotor in the
hydraulic head. The drive end of the rotor incorporates two
pumping plungers. The plungers are actuated toward each other
simultaneously by an internal cam ring through rollers and shoes
which are carried in slots at the drive end of the rotor. The
number of cam lobes normally equals the number of engine
cylinders. The transfer pump at the rear of the rotor is the positive
displacement vane-type and is enclosed in the end cap. The end
cap also houses the transfer pump pressure regulator. The
distributor rotor incorporates two charging ports and a single axial
bore with one discharge port to serve all head outlets to the
injection tubings. The hydraulic head contains the bore in which
the rotor revolves, the metering valve bore, the charging ports
and the head outlet fittings. The high pressure injection tubings
leading to the nozzles are fastened to these fittings. Distributor
pumps contain their own mechanical governor capable of close
speed regulation. Both all-speed and min-max types are available.
The centrifugal force of the weights in their retainer is transmitted
through a sleeve to the governor arm and through a linkage to the
metering valve. The metering valve can be closed to shut off fuel
through the linkage by an independently operated shut-off lever.
The automatic speed advance is a hydraulic mechanism which
advances or retards the beginning of fuel delivery from the pump.
This can respond to speed alone, or to a combination of speed
and load changes.
Filtered, low pressure fuel from an overhead tank or a lift
pump passes through the transfer pump inlet screen. This vanetype pump consists of a stationary liner and four spring loaded

blades, which are carried in the rotor slots. Fuel pressure from the
transfer pump forces the piston in the regulator sleeve against
the spring. A thin plate incorporating a sharp-edged orifice is
located in the spring adjusting plug. Flow through an orifice of this
type is virtually unaffected by viscosity changes. An additional
pressure is exerted against the spring side of the piston and is
determined by the linear flow around the regulating piston and
the flow through the orifice.
The cam rollers contact the inner surface of the cam ring form
and push the plungers toward each other for injection. The shoes
act as tappets between the rollers and plungers. As the rotor
revolves, its two inlet passages register with the charging ports in
the hydraulic head. Transfer pump fuel controlled by the metering
valve opening, flows into the pumping chamber forcing the
plungers apart. The plungers move outward for a distance
according to the amount of fuel required for the next injection
stroke. If only a small amount is admitted, as at idling, the
plungers move out a short distance. If half-load is required,
approximately half the pumping chamber is filled. This process is
known as inlet metering. Full load delivery is controlled by the
maximum plunger travel. This plunger travel is limited by the leaf
spring as it is contacted by the edge of the shoes.
As the rotor continues to revolve the inlet ports move out of
registry and the rotor discharge port indexes with one of the head
outlets. The rollers then contact opposing cam lobes which force
the shoes inward against the plungers. At this point high pressure
pumping begins. Further rotation of the rotor moves the rollers
along the cam ramps forcing the plungers together. During the
discharge stroke the fuel between the plungers is displaced into
the axial passage of the rotor through the delivery valve to the
discharge port. The pressurized fuel then passes through the
outlet fitting, enters the injection tubing and opens the nozzle.
Delivery continues until the rollers travel over the cam noses and
begin to move outwardly. The pressure in the axial passage is
then reduced, allowing the nozzle to close.

CALIBRATION OF FUEL PUMPS

The calibration of fuel injection pump can be defined as the

procedure for adjusting the fuel oil deliveries of the pumping
element so that each will deliver the same quantity. The
calibration of fuel pump is most important operation to produce
clear exhaust with no un-burnt fuel present and economic
consideration as well.
Fuel injection pump calibration is performed on fuel pump test
bench. For this reason test bench is motorized and equipped with
a series of specially calibrated fuel injectors. The outputs from the
fuel injectors is collected in graduated glass measuring cylinders
known as graduates.
For inline fuel injection pump provision for adjustment of
output of each individual is made either by unclamping and
turning the quadrant pinion relative to plunger control sleeve.
The calibration of the fuel injection pump is done according
to the test specification given by the manufacturer. These test
specifications are subjected to slight alterations. Test
specifications consists of specifications like test bench
requirements, full load delivery , torque control, idling speed
control, governor cutting in speed, starting fuel delivery etc. for
inline injection pump and for rotary type pump specifications such
as test bench requirements, vane pump pressure, overflow
quantity, fuel deliveries etc.
Following are the parameters that are adjusted in calibration
process
Full load Fuel adjustment
Max. speed adjustment
Full pressure adjustment
Idling adjustment
Starting fuel delivery adjustment
Use of timing advance measuring device
Load timer adjustment

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