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. nd of
injection
!t can be seen that by rotating the plunger the bottom edge uncovering the spill port can be moved. !n this way
the amount of fuel delivered is varied. "n this only the end of injection timing is varied. #tart of injection is
constant. #ome adjustm $%&'(
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 )ualities of fuel. The Barrel insert can be
moved up and down by action of the *ut. 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 *ut, which moves linearly, is controlled by the +!T rack, this is altered- continuously by the engine
management.
Pump adjustment-!ndividual 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 )uality. !ndividual pumps are
adjusted by means of the screwed links from the au,iliary rack to the nut, just as the main rack adjustment is
carried out. Adjustment of all pumps is simply by movement of the au,iliary 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. -ith 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 re)uired point. !n older type
pumps, adjustment re)uired 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. -ear also
causes leakage between the plunger and barrel but the only solution is replacement. "riginal timings must be
restored.
The period o uel injection
T!pical uel pressure cur"e at outlet rom pump
#-Pump spill closes .appro,. &
o
/
B-0uel injector opens .appro,. -%
o
/
$-#pill opens .appro,. '1
o
/
%-0uel injector closes .appro,. '2
o
/
&-3eflected pressure wave
F-Period of partial e)uilibrium i.e. the rate of delivery from the rising plunger in the barrel e)uals the flow out
of the injector, therefore no pressure rise. !nstability of the wave form can indicate too low viscosity fuel
supplied.
'- !njection period .appro,. 14
o
/
!t can be seen that the ma,imum pressure generated by the pump is far higher than the opening pressure by the
injector . 254 against 654 7g8cm
1
/. ngine monitoring e)uipment can be used to generate this graph allowing
diagnosis of the fuel supply e)uipment. 0or e,ample, the rate of rise of pressure before the fuel injector first
opens indicates wear in the fuel pump.
Period o e(uilibrium
This is the period between the beginning and end of stroke and can be divided into three periods.
'. 9elivery with no injection- being subject to high pressure the fuel reduces in volume, about ' :.
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.
1. ;ain injection period-This is directly related to the effective stroke of the fuel pump plunger and
conse)uent 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.
6. #econdary 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.
&ects o high speed)
a, start of injection can be delayed 6 to '4
o
- counteracted by advancing fuel cam by appropriate amount.
b, fuel pressure can be reduced by half ma,imum desired
#nti-dribble *on-return "al"e-itted to uel pump discharge
Variable rate injection
!n an effort to improve the combustion characteristics of the burn period profiled cams have been used which
reduce the initial rate 8=of delivery smoothing out the process.
Sul+er T!pe Fuel pump
The #ul>er 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.
$ommon ,ail S!stem
-hen compared to the jerk system the common rail system is said =8to be )uieter, gives more accurate control
of fuel pressure, has no high tor)ue<s or sudden loads transmitted to the camshaft.
?igh pressure fuel .644 bar/ ! 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 e,cess fuel
is spilled from the ?P main and passes to the buffer. An overspeed trip collapses fuel pressure to a drain tank.
-odern common rail s!stem. ;odern re)uirements for very precise fuel injection timing and delivery,
varying fuel )uality and load8speed 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. "ne solenoid is fitted
for each fuel valve. By computerised control the re)uirements can be met
-odern /!draulicall! dri"en pump
9evelopment of the slow speed engine has lead to the <camshaftless< design. ?ere the motive force for the fuel
pump has changed from mechanical cam and follower to hydraulic.
?ydraulic oil is suppled via either a dediciated supply or more &=normally common rail system.
Accummulators are fitted on the pumps to smooth the motive oil pressure at the pump.
?ydraulic 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 @ontrol of the solenoid valve is carried out by the engine management system and is affected by such
parameters as engine loading, engine revs, fuel )uality and e,haust gas condition fuel oil flows under & 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. 0or e,ample, at lower loads a higher rate on injection may be allowed
for. This has the effect of increasing Pma,, gives better heat release and thereby improving fuel economy.