STUDY

ON WORKING OF FUEL INJECTION EQUIPMENT

(FUEL INJECTION PUMPS, FUEL INJECTOR)

A MINI PROJECT WORK IN THE PARTIAL FULFILLMENT OF THE DEGREE

BACHELOR OF TECHNOLOGY IN
MECHANICAL ENGINEERING
BY
B.BHANU CHENDRA

(07241A0379)

R.SIVA RAMA KRISHNA

(07241A0360)

J.VIRENDER KUMAR

(07241A0370)

Under the guidance of

Prof. Dr. KURMA RAO &

Mr. AAGAIAH

Prof. ADAPA RAMA RAO

(Works manager, A.P.S.R.T.C

(Sr. Professor)

workshop, UPPAL)

(Internal guide)

(External guide)

DEPARTMENT OF MECHANICAL ENGINEERING

G.R.I.E.T
(AFFILIATED TO J.N.T.U, HYDERABAD)
1

ACKNOWLEDGEMENT

At this pleasing moment of having successfully completed our

project, first we thank THE ALMIGHTY GOD and our PARENTS for showering their love and
blessings on us to come successfully in our project.
We are very thankful to the management of A.P.S.R.T.C Zonal
Workshop UPPAL for giving us the opportunity to do the project work in their zonal workshop.
We are very thankful to Mr. AAGAIAH, Asst. Works Manager ,
A.P.S.R.T.C, Zonal Workshop Uppal, for guiding us successfully throughout the project work.
We are very thankful to MR. R. GANGADHAR, Regional
Manager, A.P.S.R.T.C, for his keen support for successful completion of this project.
We are very thankful to Mr. SATYANARAYNA, Asst Engineer,
F.I.E section for giving us both the basic and technical knowledge about the functions of the
F.I.E section and guiding us throughout our project
We express our deep sense of gratitude and indebtedness to Sri.
Dr. KURMA RAO, Sr. Professor of the Mechanical Engineering Dept, for his guidance,
motivation, encouragement and timely help throughout the period of the project report in the
systematic manner.
We extend our whole hearted thanks to Dr. ADAPA RAMA
RAO, Sr. Professor in our department for granting the permission to carry out our project work.

R.SIVA RAMA KRISHNA

J.VIRENDER KUMAR

B.BHANU CHENDRA

ABSTRACT

ABSTRACT

STUDY ON WORKING OF FUEL INJECTION EQUIPMENT

Fuel injection is a technology used in internal combustion engines to mix the

fuel with air prior to combustion.

Fuel injection may be single point where the fuel is injected using one nozzle
or multi point where each cylinder has its own injector in the inlet manifold. The nozzle may be
opened using the pressure in the fuel system or there may be solenoid on the injector that will
pulse it open and closed in duty cycle according to the desired fuel requirements.

The components of fuel injection equipment are fuel pump, fuel injector, feed
pump. Fuel injection pumps and injectors are used to inject fuel into the engine cylinder. In the
fuel injection equipment section working of the fuel pumps and calibration of fuel pump is
carried out and injectors are tested according to the ideal delivery conditions of the equipment.

The project entitled STUDY ON WORKING OF FUEL INJECTION

EQUIPMENT . In this project we are studying the working of 6cylinder inline fuel pump,
rotary fuel pump, and calibration of fuel pumps based on their cut off delivery and functioning
of injectors and testing for proper functioning of nozzles depending on delivery pressure.

R.SIVA RAMA KRISHNA

J.VIRENDER KUMAR

B.BHANU CHENDRA

Contents
Abouttheorganization
DetailsofA.P.S.R.T.Cworkshop
Fuelinjectionsectionoverview

1.

Introduction

2.

Fuel injection pump

2.1 Classification of diesel fuel injection pumps

3.

In Line fuel injection pump

3.1 Parts of in line fuel injection pump

3.2 Design and construction
3.3 Method of operation

4.

Governor of inline fuel injection pump

4.1 Speed sensing mechanism of governor

5.

Types of in line fuel injection pump

5

6.

Rotary fuel injection pump

6.1 Design and construction

6.2 Method of operation

7.

Calibration of fuel pump

8.

Fuel injector

8.1 Design and construction

8.2 Method of operation

9.

Fuel injection nozzle

9.1 Types of fuel injection nozzle

9.2 Testing of fuel injection nozzle
9.3 Fuel injection nozzle delivery pressure table

10.

Timing of fuel injection

11.

Conclusion
6

12.

Bibliography

ORGANIZATIONAL PROFILE

A.P.S.R.T.C
WORKSHOP UPPAL

A.P.S.R.T.C

The origin of A.P.S.R.T.C dates back to June1932, when it was first

established as NSR-RTD (Nizam State Rail & Road Transport Department), a wing of Nizam
State Railway in the erstwhile Hyderabad State.

.
The entire network is under the administrative control of 23 Regional
Managers in 7 Zones. Zonal Head Quarters are at Hyderabad. A.P.S.R.T.C under the present
name was established on 11th January 1958 in pursuance of the Road Transport Corporations
Act 1950.
APSRTC AT A GLANCE

a)
b)
c)

FORMATION
As Department of Nizam State Railway.
As Department of Hyderabad State Government.
As A. P. S. R. T. C.

June 1932
01-11-1951
11-01-1958

A.P.S.R.T.C has entered its name in the GUINNESS world record for
owning largest fleet of busses in 1999.APSRTC received productivity and fuel efficiency award
from government of India. APSRTC was honored with the 'Road Safety award' by United
Kingdom based 'Chartered Institute of Transport'

APSRTC follows two tier maintenance i.e. preventive maintenance

of buses at depots and major repairs/ overhauls at workshops. To serve this purpose Corporation
has constructed 7 retreading shops and 7 workshops. The Bus Body Building Unit in Hyderabad
builds more than 600 bus bodies every year. The number of employees as on today are about
1,17,578.

DETAILS OF WORKSHOP

ENGINE ASSEMBLY

Here the faulty engine components are machined as per the requirements or
replaced if necessary and assembled. The engine components are machined in the machining
shop in the workshop only.

FRONT AXLE ASSEMBLY

In this finished parts of front axle assembly are assembled. They follow the
European norms for protecting our environment.
Here axle arms are made and also beams are machined after that all parts are
assembled.

GEARBOX ASSEMBLY

A In this faulty gear box is disassembled and the faulty gears are
machined in the machining shop and then the gear box is assembled with the machined
components.

CHASSIS ASSEMBLY

It is another divisional operation processing here. For this some parts are
required. These parts are coming from other shops-Front axle and rear axle, Engine, Propeller
and steering boxes. The parts such as spring, exhaust pipes, radiators, tires are coming from
outside the company.

10


BATTERY SHOP

In battery shop the batteries are checked and recharged for further usage.

TYRE SHOP

In tyre shop the worn out tyres of the bus are bought and are recycled by
attaching a rubber grip to the worn out tyre and is user again for the vehicle . Here the process of
recycling is very economical when compared to replacing it.

MACHINING SHOP

In machining shop there are different types of machines such as different

types of lathe machines such as Bombay lathe , bed lathe etc. , various types of drilling
machines, grinding machines, boring machines, shaping machines, slotting machines, milling
machines
In the machining shop the parts of the vehicle such as components of
engine are machines on boring machine, the gears of the vehicle are machined on lathes or
grinding machine depending upon requirements, front and rear axles are machined on lathes or
shaping machine according to the requirements of the components.
There are other sections such as electrical section, turbo charger
shop, battery section, brake shop. In these shops most are the components are machined and
replaced .

FUEL INJECTION EQUIPMENT SECTION

11

The fuel injection equipment consists of fuel pump, fuel injector

with nozzle, feed pump. In this section faulty fuel pumps are internally cleaned and calibrated for
exact delivery of fuel from the delivery valve.
The injectors are tested and the shims are replaced if the pressure
from the nozzle is not ideal. The shims are pressure adopters and are used to vary pressure from
nozzle.

SPECIAL SHOPS

1)

HEAT TREATMENT DEPARTMENT

2)

TOOL ROOM

3)

METROLOGY DEPARTMENT

4)

MACHINE TOOL REPAIR

5)

TOOL WARE HOUSE

MAINTENANCE DEPARTMENTS

1)

ELECTRICAL MAINTENANCE

2)

MECHANICAL MAINTANANCE

FUEL INJECTION EQUIPMENT( F.I.E) SECTION OVERVIEW

FUEL INJECTION EQUIPMENT LAYOUT

F.I.E consists of fuel pump, injectors with nozzle. The F.I.E section layout
has 3 stages.

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STAGE 1

In this stage the fuel pump and the injectors are disassembled and the internal
parts are cleaned and if required some parts are replaced and then assembled.

STAGE 2

In this stage calibration of fuel pump is done on calibrating test bench and the
delivery at each valve of the pump is made equal and for injectors pressure test is done
according to the ideal conditions of the nozzle and the shim at the head of injector is replaced to
obtain ideal pressure delivery . The nozzle is replaced if all the holes of nozzle does not work
properly.

STAGE 3
In this stage the fuel pumps and the fuel injectors are checked for leakage of
oil. If no leakage of oil is detected then that injector and pumps are tested as OK.

13

TITLE OF THE PROJECT

FUEL INJECTION EQUIPMENT
(STUDY ON WORKING OF FUEL PUMPS, INJECTORS)

1. INTRODUCTION

The study of fuel injection equipment deals with the study of fuel
pumps, fuel injectors and corresponding fuel injector nozzles. There are different types of fuel
pumps such as in line type fuel injection pump, distributor type fuel injection pump and cam
shaft less type 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.

14

The function of the fuel injector is to disperse the fuel through

compressed charge of air in the engine cylinder. The fineness of spray droplets required is
achieved by passing the fuel at high velocity through the small holes in the injector nozzle

The main purpose of the fuel injection nozzle is to direct and

atomise the metered fuel into the combustion chamber.

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 nozzle tester is used to test whether the injector nozzle used is
working correctly according to the delivery pressures given by the manufacturers.

Equipment used in processing

1. Calibrating test bench for calibration of fuel pump.
2. Nozzle tester for testing nozzle functioning.

Fuel injection equipment consists of fuel injection pumps, fuel

injectors with nozzle, feed pump.

2. 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 centre of that cylinder's compression stroke.
15

2.1 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

Distributor type pump:

: One plunger distributes fuel into each cylinder.

Camshaft-less type pump :

The same number of plungers as engine cylinders are

aligned in series in the pump.

Same as the in-line type pump, the camshaft-less

(PFR) type pump does not have a camshaft.

3. IN LINE FUEL INJECTION PUMP

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.

16

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.

3.1 PARTS OF IN LINE FUEL INJECTION PUMP

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1 Delivery-valve holder
2 Filler piece
3 Delivery-valve spring
4 Pump barrel

5 Delivery valve
6 Inlet port and spill port
7 Control helix
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8 Pump plunger
9 Control sleeve
10 Plunger control arm
11 Plunger return spring
12 Spring seat
13 Roller tappet
14 Cam
15 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 : 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.

19

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 : 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.

3.2 DESIGN AND CONSTRUCTION

The standard in-line injection pumps consists of camshaft, and a plungerand-barrel assembly (element) for each engine cylinder (above FIG.).The complete fuel-injection
system is comprised of:
A fuel-injection pump,
A mechanical flyweight or electronic
governor for control of engine-speed
and injected fuel quantity,
A timing device for varying the start of
delivery as a function of
engine speed,
A fuel supply pump for delivering the
fuel from the fuel tank, through the fuel
20

filter and the fuel line, to the injection

pump,

A number of high-pressure fuel-injection

lines, corresponding to the
number of engine cylinders, connecting
the injection pump and the injection
nozzles,

The injection nozzles.

fuel-injection pumps

The injection pumps camshaft is driven by the diesel engine. Injectionpump speed and crankshaft speed are identical for 2-stroke engines. For 4-stroke engines, pump
speed is the same as engine camshaft speed, in other words half crankshaft speed.

The drive between injection pump and engine must be as torsionally

rigid as possible if todays high injection pressures are to be generated. There are a number of
different sizes of in-line injection pumps for the various engine outputs. The injected fuel
quantity depends upon the volume of the injection-pump barrel, and maximum injection
pressures are between 400 and 1,200 bar.

To lubricate the moving injection-pump components (camshaft, roller

tappets etc.) there must be a certain amount of oil in the injection pump. The injectionpump is
connected to the diesel engines lube-oil circuit, and oil circulates through the pump during
operation. Each pump type is allocated to a given type series, which in some cases overlap with
respect to their power ranges.

The power outputs of diesel engines equipped with in-line injection

pumps range from 10 to 70 kW per cylinder. This broad power-output range is made possible by
the availability of a wide variety of different pump versions.

21

3.3 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 near by 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.

22

4. GOVERNOR OF INLINE FUEL PUMP

23

1 Control rack, 2 Link fork, 3 Play-compensating spring, 4 Adjusting nut, 5 Governor

springs, 6 Flyweight, 7 Bell crank, 8 Sliding bolt, 9 Slider, 10 Guide pin, 11 Control lever,
12 Fulcrum lever, 13 Guide block, 14 Linkage lever

4.1 SPEED SENSING MECHANISM OF GOVERNOR

24

It controls the speed of engine at a different load by regulating fuel

supply . The centrifugal force is applied through the levers to the governor spring which is
located outside the two flyweights. The force from both flyweights presses the sliding bolt
against the tensioning lever which is being pulled in the opposite direction by the governor
spring. With the RSV variable-speed governor, the driver tensions the governor spring via the
control lever to select the desired speed. With the RS and RSF minimum-maximum-speed
governors, the governor spring is fixed at maximum speed and cannot be influenced by the
driver. The governor springs for both forms of speed-sensing mechanism have been selected so
that spring force and centrifugal force are mutually balanced at the desired speed. When this is
exceeded, the centrifugal force from the flyweights increases. A linkage system then adjusts the
control rack to provide a corresponding reduction in the delivery quantity.

5. TYPES OF IN LINE FUEL INJECTION PUMP

There are different types of in line fuel injection pumps but the basic
principle of operation is same. The different types are :

3. EURO 1 pump

4. IN LINE 500 type pump

5. IN LINE 620 type pump

6. HINO pump

The basic working of all these pumps is the same but they differ in

their construction and their overall efficiencies. 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.
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6. 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 .

SECTIONAL VIEW

26

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 pre-ignition 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.

6.1 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.

27

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 .

1 Pressure-control valve, 2 Governor assembly, 3 Overflow restriction, 4 Distributor head

with high-pressure pump, 5 Vane-type fuel-supply pump, 6 Timing device, 7 Cam plate, 8
Electromagnetic shutoff valve.

28

6.2 METHOD OF OPERATION

The main rotating components are the drive shaft (1), distributor
rotor (2), transfer pump blades (5), and governor components (11). 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 vane-type 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
29

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. Fullload 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.

7. 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.

30

FUEL INJECTION PUMP TEST BENCH

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. Test specifications for
BOSCH inline pump are given below.

31

8. FUEL INJECTOR

The function of the fuel injector is to disperse the fuel through compressed
charge of air in the engine cylinder. The fineness of spray droplets required is achieved by
passing the fuel at high velocity through the small holes in the injector nozzle

8.1 DESIGN AND CONSTRUCTION

The main components are valve body or nozzle holder to which a nozzle
is secured by the retaining nut. The retaining nut has a ground surface to make gas tight face
joint to seal off the combustion chamber. The valve is secured in the position by studs and nuts.
The ideal position for fuel injector is center of engine cylinder head. This position allows
symmetrical fuel spray pattern in the combustion chamber. The position of the fuel injector may
be altered in some engine designs due to the position of the exhaust valves.

Valve body consists of spring, compression nut and an intermediate

spindle. There is a passage to convey fuel oil to the nozzle. Lower end of the body is ground flat
with an hardened surface lapped to form an oil pressure tight face joint with the nozzle. At the
base of the atomizer there are two chambers. The upper chamber is charged with fuel oil from
the pump and it is sealed by the needle valve as shown in figure below. The lower chamber
which is sealed by mitre seat of the needle valve has a number of small atomizer holes of correct
size and pattern to atomize and distribute the fuel spray into the combustion chamber.

32

8.2 METHOD OF OPERATION

The valve will open when from the fuel pump acting on the
shoulder of needle valve overcomes the spring compression. As the needle valve lifts, oil flows
through the lower chamber of the atomizer. The extra area of the needle mitre is now subjected
to pressure causing the needle to lift allowing the fuel to pass through high pressure through
atomizer holes into the combustion chamber. When the fuel pump cut off pressure, the valve will
close under spring compression.

Since the needle is now exposed to pressure closing of valve will

now occur at pressure lower than at which it is opened. The action of the needle valve must be
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rapid and positive without leakage. Injector spring compression is adjusted under test and a
compression ring is fitted. It is set to allow the needle valve to open at pre determined fuel
pressure.

9. FUEL INJECTOR NOZZLE

The main purpose of the Fuel Injection Nozzle is to direct and atomise
the metered fuel into the combustion chamber. The combustion chamber design dictates the type
of nozzle, the droplet size and the spray required to achieve complete combustion within a given
time and space. The assembly of all parts of the injector other than the nozzle is known as the
nozzle holder. The main purpose of the nozzle holder assembly is to position and hold the fuel
injection nozzle in the cylinder head. It also has a passage through which the fuel from the high
pressure pipes flow to the nozzle. This is also a passage for the flow of excess fuel from the
nozzle. Generally the nozzle cap nut fitting torque is 7.9 Kg-F/m.

9.1 TYPES OF FUEL INJECTION NOZZLE

The types of fuel injector nozzles are

1. Single hole nozzle

2. Multi hole nozzle

3. Pintle nozzle

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SINGLE HOLE NOZZLE : A single hole nozzle has a single hole at its centre. The fuel is
sprayed through this hole. The direction of fuel sprayed is vertically downwards.
MULTI HOLE NOZZLE : A multi hole nozzle have many holes arranged around the nozzle
in a circle . These holes, their number as well as their size vary according to the engine.

For example for EURO 2 fuel injection pumps the nozzles have 5
holes and for EURO 1 and HINO type fuel pumps , the nozzle has 6 holes.

PINTLE : A pin or pintle is provided at the tip of the nozzle valve. This type of nozzle valve is
called pintle nozzle. When the pintle is lifted the fuel is sprayed uniformly. The advantage of this
nozzle is that it prevents carbon from depositing in the hole.

9.2 TESTING OF INJECTOR NOZZLE

The injector tester consists of a small tank, pump, pressure gauge

and handle. There is a separate covered cabin for receiving the sprayed fuel from the nozzle. The
injector to be tested is fitted to the injector testing equipment. The valve which is used to contrl
the fuel is opened and then the handle is pressed downwards. The downward movement of the
handle causes the fuel to be sprayed through the injector. The reading in the pressure gauge
shows atmospheric pressure and if the pressure is equal to the pressure specified by the
manufacturer, then the injector is good one and is accepted. If the pressure is more or less then
the specified then the spring is adjusted according to the size of shim in the injector.

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9.3 FUEL INJECTOR NOZZLE DELIVERY PRESSURE TABLE

Fuel Injection Pump

Injector

Delivery
Pressure(kg/cm2)

Fuel Injection Pump

Min-Max (cc)

EURO 1

EURO 1, 1038 type

230

31-32

ROTARY

ROTARY,1095 type

260

60

IN LINE

IN LINE 1123 type

260

38-39

10. TIMING OF FUEL INJECTION

The fuel should be injected at correct timein various cylinders. This
is very important for effiecient functioning of the engine. In some fuel pumps, thepump window
timing marksare given, in these pumps the plate can be removed and observation can be made .
Through the window, the instant when the plunger begins to supply fuel to the injector can be
observed . In the barrel there is indicator O. There is a horizontal line on the plunger, when the
horizontal line on the plunger and the line on the barrel are in horizontal position then it shows
that barrel has begun to inject the fuel to the injector.

11.CONCLUSION
The fuel injection equipment is the essential component for the proper
working of the diesel engine.the fuel injector pump is used to pumps fuel into the cylinders of
diesel engine. The inline fuel injection pump is used in heavy vehicles where as rotary pump is
used in light weight vehicles.
The inline fuel injection pump there are same number of plungers are
present as the number of engine cylinder where as rotary is of distributor type where only one
plunger distributes fuel to all cylinders.Inline fuel injection pump has less parts when compared
to rotary fuel pump.The efficiency of rotary fuel pump is more when compared to inline fuel
injection pump.

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Calibration of fuel injection pump is done for adjusting the fuel oil
deliveries of the pumping element so that each will deliver the same quantity. Calibration test
bench is used for calibrating fuel pump. Different types of benches are used for rotary and inline
type fuel injection pump.

The function of the fuel injector is to disperse the fuel through

compressed charge of air in the engine cylinder. Proper functioning of injector should be ensured
for proper functioning of engine as fuel injector has to spray fuel uniformly.

By this project we could learn the construction, design, working

operation and calibration of fuel injection pumps (inline injection pump and rotary injection
pump), fuel injectors, nozzle, testing of nozzles and timing of injection.

12.BIBLIOGRAPHY

9 WWW.WIKIPEDIA.ORG
9 WWW.SCRIBD.COM
9 NOTES FROM EXTERNAL GUIDE

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