Automotive diesel engines use two types of fuel injection pumps. One is an inline
cam-operated pump. It has a plunger for each engine cylinder. The other is a rotary,
distributor-type pump. One or two plungers supply the fuel for all injection nozzles.
Inline Plunger Injection Pump
Figure F0 shows an inline-plunger pump on a six-cylinder diesel engine. The
pump has a barrel-and-plunger assembly for each cylinder. An injection line or tube
connects each barrel-and-plunger assembly to an injection nozzle.
The construction of a barrel-and-plunger assembly is shown in Figure F1. Lowpressure fuel from the fuel supply pump flows through the inlet port into the space
above the plunger.
The plunger has a roller that rides on a cam on the camshaft. This is like the
roller tappets used in some engine valve trains. When the cam lobe comes up under the
plunger, the lobe raises the plunger. This applies high pressure on the fuel trapped
above the plunger.
The fuel is forced through the tube to the injection nozzle in the cylinder where
the piston Is reaching TDC on the compression stroke. The fuel sprays out and ignites
from the heat of the compression. The amount of fuel injected is varied by varying the
effective stroke of the plunger.
This is shown in Figure F1. The control rod connects by linkage through the
governor to the accelerator pedal. As the driver depresses the pedal, the linkage causes
the control rod to move. This turns the plunger in its barrel. The plunger has a groove
and an inclined helix machined into it
Loosen the fuel filter union bolts and remove the one
connected to the injection pump.
Find the marks on the idler gear andthe injection pump gear.
Return the injection pump and align the timing marks of the injection
pump gear and the idler gear.
Inspect the position of the injection pump gear timing mark. It must be
between the idler gear timing marks.
Timing Device
The timing device usually consists of an aluminum casting With Mounting flanges
at both ends. A bore in the housing guides and supports the spider assembly. A timing
opening, with a cover, is located in the top of the housing and is used to observe the
position of the timing pointer in relation to the timing mark on the timing device hub
during injection pump timing procedures.
The timing device hub, with external left-hand helical spines for engaging the
internal helical spines of the sliding gear, has a tapered bore and keyway. The hub is
secured to the camshaft extension by a woodruff key, nut, and setscrew. The hub is
usually counter bored to receive the timing device springs. The springs oppose the
flyweight forces of the weight and spider assembly.
The weight and spider assembly has external right-hand helical spines which
mesh with the internal helical spines of the sliding gear. The splinted end is machined to
receive the end play spacer. Three flyweights are pinned to a flange adjacent to the
splints. The weight and spider thrust plate, located between the flange and the timing
device housing, carries the back thrust of the flyweights and prevents housing wear.
Operation
1.
As the engine rotates the weight and spider assembly, centrifugal force opens
the flyweights from their collapsed position against the force of the three timing device
springs.
2.
As the flyweights swing out, the sliding gear isforced toward the timing device
hub.
3.
The longitudinal movement of the sliding gear on its helical splint causes a slight
change in the rotational relationship of the injection pump to the engine, causing
injection to begin slightly earlier in the power stroke.
7.
8.
Check alignment of mark on flywheel with the timing pointer on the wall of the
inspection hole. The 1-Fl mark on the flywheel represents fuel injection of No. 1
cylinder. 2-Fl represents No. 2 cylinder, etc.
9.
If timing pointer and the flywheel marking 1-Fl is aligned then No. 1 cylinder is
properly timed for fuel injection and should require no adjustment. The same will be
true for No. 2, No. 3 and No. 4 cylinders if the above steps are followed.
10.
In order to determine if timing is off, or if the injection pump is faulty, it is
necessary to recheck the timing for each cylinder two or three times.
11.
If there are variations in repeatability in the alignment of pointer and timing mark,
a faulty fuel injector pump may be suspected.
12.
If timing marks repeat to same location but are off 3/16" or more above or below
the pointer, this indicates that the engine must be retimed.
If alignment of the timing mark is not within 3/16" above or below the pointer, the
above steps must be taken to time the engine. If the timing is found to be satisfactory,
then reconnect all fuel lines and fittings and tighten. The fuel system must be bled
before the engine will operate properly.
One way to check injection nozzles is to run the engine at fast idle.
Loosen the connector at each nozzle in turn, one at a time.
Wrap a cloth around the connection before you loosen it to keep fuel from
spurting out. If loosening the connector causes engine speed to drop, the nozzle is
probably working normally. If the engine speed remains the same, the nozzle is not
working properly. Clogged holes are preventing fuel delivery or causing an improper
spray pattern. Some manufacturers recommend a spray test of the detached
injection nozzle. This requires a nozzle tester, which is a special hydraulic pump and
pressure gauge.
4.
Attach the nozzle and apply pressure. The fuel should spray in an acceptable
pattern when the specified pressure is reached.
5.
Releasing the pressure should stop the spray abruptly without any drip from the
nozzle.
Caution: Direct the spray from the nozzle into a suitable container. Do not allow
the spray to hit your skin. The pressure is high enough to force fuel oil through the skin.
You can be seriously injured because the oil could cause an infection. If the engine
misses at all speeds and produces a puff of exhaust smoke each time it misfires, an
injection nozzle is probably sticking open. The nozzle can be disassembled and
cleaned. Somemanufacturers recommend replacing a faulty nozzle.
Caution: If you disassemble a nozzle, do not damage the tip or enlarge the
holes. This can cause leakage and other troubles
Bleeding Procedure
Be sure to have some means available to catch or absorb any fuel escaping
during the bleeding process so that it will not accumulate in the engine compartment or
bilge.
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