Injection Pump Description

The injection pump pumps the fuel to each injection noz-

zle. The injection pump functions to control the fuel injec-
tion volume and timing.
1. Fuel suction
Flyweight
The feed pump draws the fuel from the fuel tank, and
Governor lever
Adjusting lever compresses it into the pump housing.
2. Fuel pumping
Drive shaft
Fuel cut-off solenoid One plunger is used to send the highly pressurized
fuel to each injection nozzle by reciprocated move-
ment with rotating.
Plunger 3. Injection volume control
The governor controls the injection volume and the
Feed pump
engine output. The governor functions to control the
maximum engine speed to prevent the engine from
Cam plate overrunning and stabilize idling speed.
Timer
4. Injection timing control
Spill ring
Delivery The timer controls the injection timing in proportion to
valve
the engine speed.
Distribution passage
The internal parts of the injection pump are lubricated
Distributive head and cooled by the fuel.
(1/1)

Summary of Operation
Turning the ignition switch on causes the
fuel cut-off solenoid valve to be pulled in
and the passage between the pump
Regulating valve housing and the plunger to open. When
Water sedimenter and fuel filter
Fuel cut-off
the feed pump rotates, the fuel is drawn
solenoid up from the fuel tank, passes through
Pressure the sedimenter and the fuel filter, and
chamber enters the pump housing after the pres-
sure is regulated by the regulating valve.
The plunger draws the fuel from the
pump housing into the pressure cham-
ber during its downward movement
Injection
nozzle
(moves to the left), and compresses the
Feed pump*
fuel highly to distribute it to each delivery
Cam plate Plunger valve during the upward movement
Timer* Delivery valve
(moves to the right).
Fuel tank After passing through the delivery valve,
the fuel is introduced into the nozzles via
the high-pressure pipes, from which the
fuel is injected into the cylinders.
At the same time, the internal parts of
the pump are lubricated and cooled by
the fuel. A portion of the fuel returns to
the fuel tank from the over flow screw, in
order to control the increase of the fuel
temperature in the pump.
(1/1)

-1-
 Feed Pump and Regulating Valve
1. Feed pump
The vane type feed pump consists of four blades and
from Fuel filter
a rotor. The rotor is driven by the drive shaft, and the
blades push against the inner wall of the pressure
Regulating
Drive valve chamber due to centrifugal force. As the center of this
shaft rotor is eccentric to the center of the pressure cham-
to Pump
housing ber, the fuel between the blades is compressed and
Rotor
pushed outward.
Pressure
Blade chamber
2. Regulating valve
The regulating valve adjusts the discharge pressure of
from Timer the feed pump according to the pump speed.
The fuel injection timing is controlled by the timer
which responds to the pressure inside the pump hous-
ing.
(kgf/cm2)

(1/1)
(kPa)

600 6
Fuel pressure

400 4

200 2

500 1000 1500 2000

Feed pump speed(rpm)

Fuel Delivery and Injection

Plunger
1. The feed pump, cam plate and plunger are driven by
Face-cam
the drive shaft and rotate at the rate of half the engine
Cam plate speed.
Coupling
Suction port 2. Two plunger springs push the plunger and cam plate
Spill ring Distrbution against the rollers.
passage
3. The cam plate has the same number of the face cam
Distrbutive head
as that of the cylinder. (Four-cylinder engine has four
face cams.) The cam plate pushes the plunger in and
out rotating on the fixed roller. Therefore, the plunger
follows the face cam movement, and reciprocates in
sync with the face cam with rotating. With one turn of
the cam plate, the plunger makes one complete turn
Drive shaft Plunger spring Injection nozzle and reciprocates four times.

Roller Delivery valve

4. Fuel for one cylinder is delivered with each 1/4 turn
and one reciprocating motion of the plunger (Four-cyl-
Distribution passage
inder engine).
(1/3)

-2-
 5. The plunger has four suction
Cam plate
grooves, a distribution port, a spill
Roller ring
Coupling port and a pressure equalizing
Plunger
Roller
Spring B groove. The spill port and distribution
Drive shaft
A
Spill ring
port are aligned with the access hole
of the plunger center.
Plunger spring
6. The fuel is drawn from the suction
View from A View from B groove of the plunger. Then the
highly compressed fuel is sent
Roller
through the delivery valve from the
Distribution port
distribution port, and pumped into the
Suction groove
Knock pin injection nozzle.
(2/3)
Suction port
Distribution passage

Plunger Suction
groove
Spill
port
to Delivery Pressure
valve and equalizing groove
nozzle
Distribution port

Distribution passage
Distribution port

-3-
 1. Suction
When the plunger goes down (moves to the left), one
Face-cam Plunger
of four suction grooves in the pump plunger will be
Cam plate aligned with the suction port in the distributive head.
Coupling Effective
Thus, the fuel is drawn into the pressure chamber and
stroke Suction port from there into the interior of the plunger.
Spill ring Distrbution
passage
Distrbutive head

Drive shaft Plunger spring Injection nozzle

Roller Delivery valve

Distribution passage

-4-
 2. Delivery
As the cam plate and plunger rotate, the suction port
of the distributive head is closed off and the distribu-
tion port of the plunger will be aligned with the distribu-
tion passage.
As the cam plate rides onto the rollers, the plunger
goes up (moves to the right) and compresses the fuel.
When the fuel pressure reaches the predetermined
value, the fuel is injected from the injection nozzle.

3. Termination
When the cam plate rotates further and the plunger
goes up (moves to the right), two spill ports of the
plunger are pushed out from end of the spill ring.
Then, the highly pressurized fuel is returned back to
the pump housing through the spill ports. As a result,
the fuel pressure drops suddenly and the fuel injection
is terminated.

-5-
 • Effective stroke
The effective stroke is the distance that the plunger
moves from the start of the fuel compression till the
end.
Decrease As full pump strokes are constant, the spill ring loca-
Effective stroke Compression start tion is changed to increase or decrease the injection
Compression end volume by the change of the effective stroke.
Cam lift When the effective stroke becomes longer, the com-
pression ends later and the injection volume will be
increased. Conversely the compression ends earlier
Rotational direction and the injection volume will be decreased when the
Spill ring
effective stroke becomes shorter.
(3/3)

Increase
Compression start
Effective stroke
Compression end
Cam lift

Rotational direction
Spill ring

Fuel Cut-off Solenoid

The fuel cut-off solenoid valve opens and closes the fuel
ON passage leading to the suction port.
(The valve remains open while the ignition switch is on.)
1. Fuel cut-off solenoid on
Ignition switch
The battery voltage is applied to the solenoid and the
valve compresses the spring to be drawn upward. As
a result, the suction port is opened and the fuel is sup-
plied.
Fuel cut-off solenoid
Spring

Valve

Suction port

-6-
 2. Fuel cut-off solenoid off
The current,which flows into the solenoid,is cut off,
OFF allowing the valve to retract downward by the spring.
As the valve closes the suction port, the fuel supply to
the cylinder will stop, causing the engine to stop.
(1/1)
Ignition switch

Fuel cut-off solenoid

Spring
Valve

Suction port

Anti-reverse Rotation
The diesel engine generally rotates in reverse.
Suction port
If the fuel is injected where the air is drawn from the
opening exhaust side and compressed, the engine will rotate.
Distribution
However, the pump is designed to make reverse rotation
port opening for the engine impossible. If the pump rotates in reverse,
the fuel will be returned back to the pump housing as the
Cam lift pump plunger moves upward and the suction port is
opened.
Also, the fuel is not compressed because the pump
plunger moves downward, when the delivery port is
0 90 opened.
(for four cylinder
engines) Therefore the fuel is not injected, making it impossible
Delivery Suction
that the engine to rotate in reverse.
Pump plunger (1/1)
Reverse
rotation
Cam plate

Cam lift
Roller

Normal direction of rotation

-7-
 Automatic Timer (Injection Timing
Roller ring
Drive shaft Control)
Roller
As in the case of gasoline engine igni-
tion timing, diesel engine injection timing
must be advanced (or retarded) in
accordance with the engine speed in
Roller
Roller ring order to obtain optimum performance.
Advancing or retarding is controlled by
the automatic timer in response to the
Slide pin
Timer spring Timer piston
Timer piston
engine speed.
Slide pin
• Construction and operation
Fuel injection timing is controlled by
Timer spring
changing the position of the roller,
which touches the face cam. When
the injection pump is not rotating, the
roller is in the maximum retarding
Injection advance position. When the injection pump
starts rotating and speed is
Feed pump
discharge side increased, the timer piston moves to
Advance angle
Piston stroke the left pushing the timer spring, as
the fuel pressure inside the pump
Engine speed housing also increases. The slide pin
connected to the piston converts the
piston movement into the rotational
movement of the roller ring. When
the roller ring rotates in the opposite
direction of the drive shaft, the injec-
tion timing advances. When the roller
ring rotates in the same direction, the
injection timing retards.
(1/1)

-8-
VE Pump Mechanical Governor Description
It is necessary to control the fuel injec-
tion volume in accordance with the effort
that the accelerator pedal is depressed
and engine load as the output of the die-
sel engine is controlled by the fuel injec-
tion volume. Because the injection
volume is determined by the spill ring
position, it is necessary for the governor
to control the spill ring position so that
the engine can operate stably.
1. Control according to accelerator
depression
Depressed:
The fuel injection volume is
Spill ring increased. (The engine speed is
increased.)
Released:
The fuel injection volume is
decreased. (The engine speed is
decreased.)
2. Control with constant accelerator
position and fluctuating engine load
Load increases:
The fuel injection volume is
increased.
Load decreases:
The fuel injection volume is
decreased.
The governor also plays these roles:
Prevents the engine from overrun-
ning by controlling the maximum
engine speed, and prevents engine
stalling by stabilizing the engine
speed at low speeds.
(1/1)

-9-
All-speed governor
Construction and Function
Flyweight Control spring
Adjusting lever Damper spring For the mechanical governor, the fly-
weights, which rotate with the drive shaft
Gear
Idle spring of the injection pump, expand outward
Governor shaft Start spring due to centrifugal force in accordance
Tension lever with the increase of shaft speed.
Guide lever
This movement is transmitted to the spill
Gear Control lever
Spill ring
ring through the governor sleeve and
control lever to adjust the fuel injection
volume.
Drive shaft
Governor sleeve There are two types of governors:
M-M (Minimum-Maximum) speed governor
Control spring
• All-speed governor
Spring holder
Partial load spring • M-M (Minimum-Maximum) speed
governor
(1/1)

All-speed Governor
The all-speed governor controls the fuel
injection volume at all engine speed
ranges. The spill ring is moved by the
governor, changing the effective stroke,
Injection resulting in an adjustment of the injec-
volume tion volume.

Pump speed

- 10 -
 1. Starting
Adjusting lever Control spring
Damper spring When the accelerator pedal is
depressed and the adjusting lever is
moved in full-load direction at the
time of starting, the control spring
Stopper pulls the tension lever until it contacts
Injection
volume the stopper.
Start spring Starting Because the pump speed is low at
Tension lever
starting and the centrifugal force of
the flyweights is extremely small,
even the start spring (a plate spring),
Governor
sleeve
which has a small tension, is able to
Flyweight Control lever push the control lever against the
Fulcrum A Pump speed governor sleeve, thus causing the fly-
Lever supporting spring weights to close completely.
At this time, the control lever rotates
Spill ring Effective stroke
counter-clockwise around fulcrum A
and moves the spill ring to the start
position (maximum injection volume)
in order provide the fuel injection vol-
ume that necessary during starting.

2. Idling
Adjusting lever Control spring
Damper spring After the engine is started and the
accelerator pedal is released, the
adjusting lever returns to the idle
position.
Because the tension of the control
Idle spring Injection
volume spring at this time is practically zero,
the flyweights can expand outward
Tension lever
despite the low speed. As a result,
the governor sleeve compresses the
idle spring.
Governor
sleeve Idling
At this time, the control lever rotates
Flyweight Control lever clockwise around fulcrum A, to move
Fulcrum A Pump speed the spill ring to the idle position.
In this manner, a smooth idling speed
can be realized when the centrifugal
Spill ring Effective stroke
force of the flyweights and the ten-
sion of the idle spring are balanced.

- 11 -
 3. Full-load (accelerator pedal fully
Adjusting lever Control spring
Damper spring
depressed)
When the accelerator pedal is fully
depressed, the adjusting lever
moves to the full-load position and
the tension lever comes in contact
Injection
Fulcrum B
volume with the stopper, similar to the start-
ing.
Tension lever
In this situation, the control spring
Fulcrum C
Full-load has a high tension and the damper
spring is completely compressed and
Governor
sleeve
inactive.
Flyweight Control lever Unlike the starting, a strong centrifu-
Fulcrum A Pump speed gal force acts on the flyweights, and
the governor sleeve pushes the con-
trol lever to the right. Then the control
Spill ring Effective stroke
lever rotates clockwise around ful-
crum A, until fulcrum B comes in con-
tact with the tension lever, thus
moving the spill ring to the full-load
position.
Consequently, the injection volume
at this time will be less than during
starting.

4. Maximum speed (accelerator

Adjusting lever Control spring
pedal fully depressed)
When the engine speed becomes
greater than the specified speed, the
centrifugal force of the flyweights
becomes greater, which causing the
Injection
volume force that is applied to the governor
sleeve to become greater than the
Tension lever
tension in the control spring. Then
the control lever and the tension
lever move in unison, rotating clock-
Maximum wise around fulcrum A, in order to
speed
Control lever move the spill ring in the direction
Fulcrum A Pump speed that decreases injection volume. By
restricting the maximum speed in this
manner, the engine is prevented from
Spill ring Effective stroke
overrunning.

- 12 -
 5. Partial load (medium speed)
Adjusting lever Control spring
(accelerator pedal depressed half-
way)
When the adjusting lever is in the
intermediate position between full-
load and idling, the control spring has
Injection
volume a weak tension, allowing the spill ring
to move in the direction that
Tension lever
decreases the injection volume at a
lower speed than during the maxi-
mum speed control. As a result, the
Partial load
engine speed is controlled in accor-
Control lever dance with the level of depression of
Fulcrum A Pump speed the accelerator pedal.
The characteristic of the injection vol-
ume in this situation is the same as
Spill ring during the full-load when the engine
speed is low (before the spill ring is
moved in the direction for decreasing
the injection volume). As the speed
increases thereafter, the injection
volume decreases in order to control
the speed.
(1/1)

M-M (Minimum-Maximum) Speed

Governor
The M-M speed governor controls the
Spring holder
injection volume in accordance with the
engine speed at minimum and maximum
Injection speeds. At other speed ranges, the fuel
volume
Starting
volume in accordance with the level of
depression of the accelerator pedal is
Full-load Maximum
injected.
speed (Except for the control spring, the con-
struction of the all-speed governor and
Idling
Partial load M-M speed governor are basically the
same.)
Pump speed
(1/1)

- 13 -
Adjusting Screws

Maximum speed adjusting screw

Idle speed adjusting screw
Maximum speed adjusting screw

Idle speed adjusting screw

Full-load setting screw Full-load setting screw

The injection pump has the following adjusting screws:

1. Maximum speed adjusting screw:
Controls the maximum engine speed.
2. Idle speed adjusting screw:
Adjusts the engine speed during idling.
3. Full-load setting screw:
Adjusts the maximum fuel injection volume.
HINT:
As the maximum speed adjusting screw and full-load setting screw are adjusted to the proper position and
sealed, normally they are not adjusted. However, if due to changes with the passing of time, adjustment
becomes necessary, break the seal and perform an adjustment. After an adjustment, the maximum speed
adjusting screw and full-load setting screw must be sealed.
(1/1)

LST (Load-Sensing Timer)

Governor sleeve Orifice The LST changes the fuel injection timing in accordance
Governor shaft with the engine load, and obtain the characteristic of
advancing.
The fuel is released from the orifice on the governor
sleeve via the governor shaft passage to the inlet side of
the feed pump. Therefore, the pressure inside the pump
housing is lowered to retard the injection timing.
When the load on the engine increases (increased injec-
tion volume), the flyweights remain closed. The pressure
inside the pump housing is not lowered because the ori-
fice on the governor sleeve and the governor shaft pas-
Advance
sage are not aligned.
Timer piston On the contrary, when the load on the engine decreases
(decreased injection volume), the flyweights open. The
orifice on the governor sleeve and the governor shaft pas-
sage are aligned causing the pressure inside the pump
housing to be reduced and the timing to be retarded.
Injection advance

Full load

No load

Engine speed

- 14 -
 • Operation
Governor sleeve
(1/1)
Orifice
Governor shaft

Timer piston
Injection advance

Full load

No load

Engine speed

- 15 -
 TCV (Timing Control Valve)
The TCV renders the LST inactive if the
vehicle is operated with a cold engine
(coolant temperature below 60 °C (140
°F)) or at high altitudes (where the atmo-
spheric pressure is below 93 kPa (700
mmHg)). The purpose of providing a
TCV is to prevent misfiring. If the injec-
tion timing is allowed to keep advancing
at conditions where misfiring occurs
ECU TCV easily (cold engine or high altitude), mis-
Close
firing is prevented. Then, white smoke is
also prevented.
The emission control ECU determines
the conditions of the engine using sig-
nals from the water temperature sensor
and the atmospheric pressure sensor.
Then, the emission control ECU outputs
signals that cause the TCV to close the
fuel passage of the LST, thus rendering
the LST inactive.
• TCV on
Before the engine has warmed up
(coolant temperature below 60 °C
(140 °F)) or when the vehicle is
driven at high altitudes (where the
atmospheric pressure is below 93
kPa (700mmHg)), the emission con-
trol ECU outputs signals that cause
the TCV to turn on and close the fuel
passage. Therefore, even if the
accelerator pedal is released and the
engine load decreases, the LST
becomes inactivated and does not
retard the injection timing.
(1/1)

VE Pump Options ACSD (Automatically-controlled Cold

Starting Device)
1. Description
The ACSD uses the contractive and
expansive properties of thermo wax
Adjusting lever
and the tension of a spring to auto-
matically advance the injection timing
in response to the coolant tempera-
ture, causing the engine to idle-up
(fast idle). This improves the start-
ability at low temperatures and the
stability of idling.
(1/2)

Spring Thermo wax

- 16 -
 2. Operation
Cold engine
(1) Cold engine
The thermo wax contracts and pulls
Adjusting lever
the plunger.
Lever B Lever A rotates clockwise by the
Roller ring
spring tension.
Lever A
This causes lever B to push the
adjusting lever toward the idle-up
position, resulting in a faster idle
Thermo wax
Lever A speed. At the same time, the roller
ring is rotated, advancing the injec-
Shaft Shaft Pin
tion timing.

Timer spring
Plunger
Spring Timer piston

(2) Warm engine

Warm engine As the coolant temperature rises, the
thermo wax gradually expands to
push the plunger out. Lever A causes
Adjusting lever the plunger to rotate counter-clock-
Lever B
Roller ring wise, gradually decreasing the
Lever A advance angle of the injection timing
and lowering the idle speed.
When the coolant temperature
Thermo wax reaches about 50 °C (120 °F), both
Lever A
injection timing and idle speed return
Shaft Shaft Pin to normal.
HINT:
The adjusting method is different
Plunger
Timer spring between the engine with the ACSD
Spring Timer piston and without the ACSD.
(2/2)

- 17 -
 High-Altitude Compensator (HAC)
Atmosphere chamber 1. Description
Vacuum
bellows At high altitudes, the air density
decreases with the decrease in the
Push rod Spring
atmospheric pressure. For this rea-
Connecting pin son, if the fuel is injected under the
same conditions as at low altitudes,
Control arm
the air-fuel mixture becomes too rich,
making the engine susceptible to
generating black smoke. Therefore,
the HAC automatically reduces the
maximum fuel injection volume in
accordance with the vehicle's
present altitude.
Guide lever
2. Construction
Tension lever
Spill ring The HAC, which is installed above
the pump governor, consists of vac-
uum bellows, a push rod, connecting
pin and control arm.
3. Operation
(1) Low altitude
As the bellows are contracted when
the atmospheric pressure is high, the
push rod is pulled upward by the
spring. The spill ring is kept at the
normal position.

(2) High altitude

Atmosphere chamber
When the atmospheric pressure is
Vacuum
bellows
low, the bellows expand to push the
push rod downward. This movement
is transmitted via the connecting pin,
Push rod Spring the control arm and the tension lever,
Connecting pin and serves to move the spill ring to
Control arm the left. In this way, the maximum
fuel injection volume is decreased.
(1/1)

Guide lever

Tension lever
Spill ring

- 18 -
Turbocharger Boost Compensator
1. Description
When the intake air volume (boost pressure) is increased by the turbocharger, the boost compensator increases
the maximum fuel injection volume in accordance with the increased intake air volume, in order to maintain opti-
mal combustion conditions and increase the engine output at all times.

Boost compensator Boost pressure (compression air)

Boost compensator

Exhaust gas

from Air
cleaner
to Exhaust
pipe Compressor
wheel
Turbine
wheel

Boost pressure
2. Construction
chamber
Diaphragm
Increased injection
The boost compensator is installed
volume for boost
pressure compensation
above the governor of the injection
pump. The diaphragm and push rod
Injection volume

move up and down by the boost

Ambient pressure
Connecting pin
chamber Injection volume
without boost pressure
pressure. The push rod has a
Control arm Push rod at full load
tapered construction, by which, the
Injection pump speed
control arm is rotated via the con-
necting pin. This amount of move-
Control spring
Tension lever Boost
compensator
D ment becomes tension lever
movement distance, and the spill ring
Injection volume

Control lever
C
B
movement distance (injection vol-
Intercept point
ume).
Spill ring 0 Boost pressure

Boost pressure Increased injection
volume for boost
pressure compensation
Injection volume
3. Operation
(1) When the boost pressure is low:
The spring pushes the diaphragm
upward. The injection volume does

Connecting pin
not increase because the connecting
Injection volume
without boost pressure pin is in contact with the tapered bot-
Control arm Push rod at full load

Injection pump speed

tom portion of the push rod.

Control spring
Tension lever Boost D
compensator
Injection volume

B
C
Control lever
Intercept point

0 Boost pressure

Spill ring

- 19 -
 (2) When the boost pressure is high:
The diaphragm is pushed by the
Increased injection
Boost pressure
volume for boost boost pressure to move the push rod
pressure compensation
downward. The tension lever is

Injection volume
pulled by the control spring. There-
Connecting pin
Injection volume fore, the connecting pin moves to the
without boost pressure
Control arm Push rod at full load right toward the tapered portion of
Injection pump speed the push rod, and the control arm
also rotates clockwise. The tension
Control spring
Tension lever Boost D
lever and control lever rotate
compensator
counter-clockwise around fulcrum A

Injection volume
C
B and move the spill ring to increase
Control lever the maximum fuel injection volume.
Intercept point

Fulcrum A
0 Boost pressure
Pump plunger

Spill ring
Increase

(3) When the boost pressure is too

high:
Increased injection
Boost pressure
volume for boost Normally it is controlled at the area
pressure compensation
“C” and “D”. If the boost pressure
Injection volume

rises above the intercept point on the

Injection volume graph, the connecting pin is pushed
B without boost pressure
D at full load back to the left by tapered portion “B”
C Injection pump speed of the push rod, reducing the maxi-
mum fuel injection volume. This pre-
Boost D
vents the boost pressure from rising
compensator
too high in the case of a failure.
Injection volume

C
B (2/2)
Intercept point

0 Boost pressure
Pump plunger

Decreases Spill ring

- 20 -
 BACS (Boost and Altitude Compensator System)
1. Description
Push rod The BACS is a device that provides both the functions
Diaphragm Constant pressure chamber of the turbocharger boost compensator and the HAC.
The HAC valve maintains the constant pressure in the
constant pressure chamber located below the dia-
phragm and thus has the function of the HAC.
Low-altitude driving
2. Construction
Atmospheric air
The basic construction is the same as that of the tur-
Connecting pin
bochargerboost compensator.
from Vacuum pump
3. Operation
Filter (1) Low-altitude driving:
The air is introduced into the constant pressure cham-
HAC valve ber from the filter. Then, a vacuum is applied by the
Gavernor lever
vacuum pump to make the pressure lower than nor-
High-altitude driving
mal atmospheric pressure at all times.
Spill ring (2) High-altitude driving:
The atmospheric pressure, of the air which is intro-
duced into the constant pressure chamber, is lower at
high altitude. When the atmospheric pressure is low,
the bellows expand to make the vacuum passage
from the vacuum pump narrow. As a result, the vac-
uum pressure, which is applied to the constant pres-
sure chamber, decreases. Thus, the pressure inside
the constant pressure chamber stays the same at both
the low-altitude and high-altitude driving.
The HAC functions to maintain the pressure in the
constant pressure chamber by moving the push rod in
accordance with the change in atmospheric pressure
on the top part of the diaphragm.
(1/1)

PCS (Power Control System)

Power control valve
Control arm Power control lever
Governor tension lever
The PCS is a device that reduces the maximum injection
volume when the vehicle is driven under a certain condi-
tions such as 1st or reverse gear.
Normally, the VSV is off and a vacuum from the vacuum
pump is applied to the power control valve. Accordingly,
the power control lever rotates clockwise causing the gov-
from Vacuum pump ernor tension lever to separate.
When the VSV is on, the air is let into the power control
valve causing the power control lever to rotate counter-
VSV clockwise.
Thus, the power control lever causes the tension lever to
rotate clockwise and this reduces the maximum fuel injec-
tion volume.
(1/1)

Vacuum (VSV OFF)

Air (VSV ON)

- 21 -
Exercise

These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.

Chapter All Next Chapter All

Answers Answers
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- 22 -
Question- 1
The following statements pertain to the VE type injection pump. Mark each of statements True or False.

No. Question True or False Correct Answers

1 The injection pump compresses the fuel into each injection nozzle. True False

2 The injection pump controls the fuel injection timing. True False

3 The injection pump controls the fuel injection volume. True False

Cams and plunger inside the injection pump are lubricated by the
4 True False
engine oil.

Question- 2
The following statements pertain to operation of the VE type injection pump parts. Mark each of statements True or
False.

No. Question True or False Correct Answers

1 The feed pump consists of the drive rotor and driven rotor. True False

The automatic timer operates by the fuel pressure inside the injec-
2 True False
tion pump.

Fuel injection ends when the spill port of the plunger enters into the
3 True False
spill ring.

The LST (Load-Sensing Timer) controls the fuel injection timing in

4 True False
accordance with the engine load.

Question- 3
From the following word group, select the words that correspond to the construction parts of the VE type injection
pump.

1. Draws the fuel from the fuel tank and sends it into
2. Controls the discharge pressure of the feed pump.
the pump housing.

3. Opens and closes the fuel passage leading to the 4. Controls the fuel injection timing depending on the
suction port. When it closes, the engine is stopped. engine speed.

a) Automatic timer b) Regulating valve c) Feed pump d) Fuel cut-off solenoid

Answer: 1. 2. 3. 4.

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Question- 4
From the following word group, select the words that correspond to each screw (1-3) in the following illustration.

a) Idle speed setting screw b) Full-load setting screw c) Maximum speed adjusting screw

Answer: 1. 2. 3.

Question- 5
The following illustrations show the injection strokes of the VE type injection pump. Select the appropriate statement
that explains each illustration.

1. 2.

3. 4.

a) The suction port of the distributive head closes, the fuel inside the plunger starts compressing, and the distribu-
tion port is aligned with the distribution passage.
b) Fuel is drawn into the pressure chamber and plunger.
c) As the fuel pressure in the plunger rises and reaches the predetermined value, the fuel is injected from the
injection nozzle.
d) Spill ports are pushed out from end of the spill ring, then the highly pressurized fuel is returned from the spill port
into the pump housing.

Answer: 1. 2. 3. 4.

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