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D ESEL ENGINE
FUNDAMENTALS

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D I E S E L E N G I N E S & F U E L S Y S T E M S E - T E X T

D ESEL ENGINE
FUNDAMENTALS MODULE CONTENTS SECTION CONTENTS

MECHANICAL FUEL INJECTION SYSTEMS

4
MECHANICAL FUEL INJECTION
SYSTEMS

4.1 FUEL SUPPLY SYSTEMS

Overview
Fuel supply systems
In-line p ump
Rotary pump
C ommon rail
Unit injec tion
Fuel supply pumps
Plunger pump
Diaphragm pump
G ea r pump
Roller cell
Fuel filters
Filtering material
Types of filters
Fuel pipes
Water separators
Filter service
Injec tor filters
Revision questions

© 2011 DEFS 4 .1 F UE L S UP PL Y S YS TE MS 3
D I E S E L E N G I N E S & F U E L S Y S T E M S E - T E X T

D ESEL ENGINE
FUNDAMENTALS MODULE CONTENTS SECTION CONTENTS

MECHANICAL FUEL INJECTION SYSTEMS

Fuel return line

Injector
Fuel tank

Distributor
Fuel flter  pump
Glow
plug

Fig 2. Schematic diagram of a distributor pump fuel injection system

C ou rtesy of Bosch 

C ommon Rail Fuel System  
A general fuel system layout of a common rail fuel
system is shown in Fig 3. In a c ommon rail system
an elec tric or gear pump is used to supp ly fuel to
the high p ressure pump. Elec tric supp ly pumps are
mainly used on c ars and the gear pump is used on
all other co mmerc ial app lic ations.
 The elec tric fuel supp ly pump is loc ated inside
the fuel tank and operates as soon as the ignition
switc h is turned on. This ensures fast engine starting
as the low pressure fue l circuit is c harge d p rior to
engine being started.
Fuel flter  Fuel rail
The gea r supp ly pump on the o ther hand is flanged
to the b ac k of the high pressure c ommon rail pump
and is driven by it’s input shaft.
Both fuel supp ly pump s draw fuel via a pre filter in
the fuel tank then pump the fuel through the fuel
filter before d elivering it to the high pressure pump .
Fuel bypa ssed from the fuel rail helps to supplement
the fuel flow in the low pressure circuit and leak off
fuel from within the high pressure pump returns to
the fuel tank.
(common rail)

Common rail
fuel pump High pressure
fuel line

Return Fuel supply Injector

line pump
Fuel tank

Fig 3. Schematic diagram of a common rail fuel injection system.

C o u rt e sy o f M A N N u t zf a h r ze u g e  

© 2011 DEFS 4 .1 F UE L S UP PL Y S YS TE MS 5
D I E S E L E N G I N E S & F U E L S Y S T E M S E - T E X T

D ESEL ENGINE
FUNDAMENTALS MODULE CONTENTS SECTION CONTENTS

MECHANICAL FUEL INJECTION SYSTEMS

4
MECHANICAL FUEL
INJECTION SYSTEMS

4.2 INJECTORS

Overview
Injector operation
Injector nozzles
Multi hole nozzles

Pintle nozzles

Mechanical unit injector operation

Electronic unit injector operation
Common rail injector
Injector service (conventional)
Injector service (common rail)
Injec tor testing
Isolating a faulty injector
Revision questions
Industry updates
Related web sites
Additional diagrams/ photos

© 2011 DEFS 4.2 INJECTORS 15

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D ESEL ENGINE
FUNDAMENTALS MODULE CONTENTS SECTION CONTENTS

MECHANICAL FUEL INJECTION SYSTEMS

 The  injector section consists of a nozzle body and Start of injection

needle valve assembly. The operation of the nozzle
assembly is identic al to that o f a c onventiona l When the solenoid coil is energised by the
injector in that fuel pressure acts on the needle electronic control module, the electromagnetic
valve shoulder lifting the nee dle valve o ff its sea t force draws the valve body upward allowing the
allowing fuel to p ass throug h the multi spray holes ba ll sea t to o pe n. Fuel in the c ontrol chamber now
and a tomise into the c ombustion c hamber. passes through the orifice plate and flows to the
fuel tank. With the p ressure of the fuel in the c ontrol
Injec tor ope ration is de sc ribed under the following c hamber now reduced, the fuel pressure a c ting
headings: on the underside of the nozzle needle shoulder is
great e nough to lift the nozzle needle o ff it sea t.
• No injection Fuel under pressure now flows through the nozzle
spray ho les and is atomised as it enters into the
• Start of injec tion combustion chamber as shown in Fig 13.
• End o f injection Note: A s fuel flow into and o ut of the c ontrol
chamber is controlled by inlet and outlet restricting
Solenoid
valve spring Solenoid orifii, rail pressure is not noticea bly red uc ed during
coil injec tion by the small qua ntity of fuel returning to
Valve the fuel tank.
Ball valve body
& seat
Orifice
plate Spring Solenoid
coil
Fuel - (from
c ommon rail) Ball valve Valve
Control (open) body
chamber
Command
piston
Reduced
Fuel - (from pressure in
Nozzle spring c ommon rail) control
chamber
Nozzle Command
needle piston
Fuel - (to fuel
tank)
Nozzle spring

Nozzle
needle

Fig 12. Schematic diagram of a common rail injector

showing ‘no injection’
C ou rtesy o f M itsub ishi Hea vy Ind ustries Ltd 

No injection

With the solenoid coil not energised, the solenoid Fig 13. Schematic diagram of a common rail injector
valve spring presses the valve body and valve ball showing ‘start of injec tion’
onto the b all sea t of the orific e p late c losing off C o urtesy of M itsub ishi Hea vy Ind ustries Ltd 

fuel flow through the orifice plate. Inside the control

c hambe r the pressure rises to that of the fuel rail.  
 The same p ressure is also a pp lied to the nozzle
needle shoulder. The fuel pressure now acting on
the nozzle need le shoulder ca nnot overco me the
c ombined forces of the fuel pressure a c ting on
top of the c ommand p iston and the nozzle spring.
 Therefore, the nozzle needle stays sea ted on the
nozzle seat as shown in Fig 12.
The engine c ontrol unit determines the length of
the injection period by energising the injector’s
elec trica l solenoid c oil for the pre-injection, main
and possibly post-injection periods. In order to
achieve multiple injections during the power stroke,
some injectors are using a sec ond solenoid c oil to
assist in the rapid opening and closing of the nozzle
needle.

© 2011 DEFS 4.2 INJECTORS 21

D I E S E L E N G I N E S & F U E L S Y S T E M S E - T E X T

D ESEL ENGINE
FUNDAMENTALS MODULE CONTENTS SECTION CONTENTS

MECHANICAL FUEL INJECTION SYSTEMS

4
MECHANICAL FUEL
INJECTION SYSTEMS

4.3 FLANGE & IN-LINE INJECTION

  PUMPS

Overview
Function of injec tion pump
Flange mounted injection pumps
C onstruc tion
Pumping p rinc iple
Plunger and helix
Delivery valve function
In-line injection pump
C onstruc tion
Camshaft design
Pump lubric ation
Automatic ad vance unit
Pump servicing
Pump to engine timing
Mark method
Spill time method
Ad vanc ed and retarted timing
Revision questions
Industry updates
Related web sites

© 2011 DEFS 4.3 FLANGE & IN-LINE INJECTION PUMPS 31

D I E S E L E N G I N E S & F U E L S Y S T E M S E - T E X T

D ESEL ENGINE
FUNDAMENTALS MODULE CONTENTS SECTION CONTENTS

MECHANICAL FUEL INJECTION SYSTEMS

Inlet
port Spill
port

Plunger helix

C harging cycle Port closing Delivery Spill port opening

(start of delivery) (end of delivery)
Fig 5. Charging and delivery cycle (maximum fuel position)
Co urtesy o f Bosch 

Delivery of fuel ceases when the plunger helix varied to c ontrol the qua ntity of fuel injec ted per
passes the barrel spill port (or c ontrol po rt), and stroke simply by rotating the plunger in the barrel.
the delivery valve returns to its seat. During the
Fuel delivery begins at the instant the top of the
remainder of the stroke, the fuel displaced by
plunge r c ove rs the b arrel ports and c ontinues until
the plunger simply returns to the gallery via the
the helix edge uncovers the spill port, at which
vertica l slot, cut away area and spill po rt. Thus fuel
po int fuel trapp ed abo ve the plunger is allowe d
c ea ses to b e injected when the helix unco vers the
to return to the fue l ga llery.
spill port.
 Thus the effe c tive pumping stroke c ea ses
Metering the fuel charge
when the spill port is uncove red , and is direc tly
Since the plunge r is c am driven, its stroke is
c ontrolled by the distanc e through which the
c onstant and c annot be varied to c ontrol the
plunger must travel before the edge of the helix
quantity of fuel injected per stroke. However,
pa sses the bottom of the spill port.
the effec tive pa rt of the p umping stroke c an be

Inlet Spill
port port

Plunger
helix

No delivery Partial delivery Maximum delivery

Fig 6. Control of fuel delivery

C ou rtesy of Bosch 

© 2011 DEFS 4.3 FLANGE & IN-LINE INJECTION PUMPS 35

D I E S E L E N G I N E S & F U E L S Y S T E M S E - T E X T

D ESEL ENGINE
FUNDAMENTALS MODULE CONTENTS SECTION CONTENTS

MECHANICAL FUEL INJECTION SYSTEMS

4
MECHANICAL FUEL
INJECTION SYSTEMS

4.4 DISTRIBUTOR TYPE

INJECTION PUMP

Overview
VE Pump
Construction and operation
Fuel supply pump
Pumping and fuel distribution
Fuel metering
Delivery va lve
Mechanical governor
Variable speed
Solenoid shut off valve
Automatic advance unit
Air-fuel ratio control
Pump timing
Revision questions
Industry updates
Related web sites
Additional diagrams/ photos

© 2011 DEFS   4.4 DISTRIBUTOR TYPE INJECTION PUMP 44

D I E S E L E N G I N E S & F U E L S Y S T E M S E - T E X T

D ESEL ENGINE
FUNDAMENTALS MODULE CONTENTS SECTION CONTENTS

MECHANICAL FUEL INJECTION SYSTEMS

Overow restriction
orifce

Governor Maximum fuel

assembly adjust screw

Soleno id shut off

Pressure control valve
valve

Distributor head with

high pressure pump
Fuel supply
pump

Automatic advance
Cam plate unit

Fig 2. Cut away section of a VE fuel injection pump

Co urtesy of Bosc h

Fuel Supply Pump  Therefore, when the pump housing pressure

Low pressure c harging o f the pump ho using is
accomplished, by a vane type fuel supply pump
situated at the drive end of the distributor pump.
Fuel flow is from the fuel tank through the fuel filter
and into the vane pump, from here it enters the
pump housing at pressures that va ry be twee n 360
kPa and 810 kPa. Generally there is no fuel feed
pump fitted to this fuel system, a s the vane p ump
serves this purpose.
Being a c onstant displac ement pump, the fuel
supply pump can deliver several times the amount
of fuel required for injection.
Fuel from tank
Pressure c ontrol
valve piston
 To pump
housing
Rotor
Vane
reaches a predetermined level, excess fuel delivery
is relieved via a pressure control valve and returned
ba c k to the inlet side of the fuel supply pump, as
shown in Fig 3.
 The pressure c ontrol valve is loc ated be side the
fuel supply pump and is of the spring loaded piston
type. This valve is pre-set on ma nufac ture a nd
requires no further adjustment.
For the purpo se o f self bleed ing a nd c oo ling of the
entire pump, fuel circulates through an overflow
restricting orifice back to the fuel tank. The overflow
restricting orifice is 0.6 mm in diameter and is
situated in the ba njo bolt in the fue l return line on
top of the pump housing a s shown in Fig 2. While
this orifice allows fuel to return to the fuel tank, it
offers suffic ient restriction to fuel flow from the fuel
supply pump to c ause the injection p ump housing
to be pressurised . Further, in c onjunc tion with the
fuel supp ly pump pressure c ontrol valve, the o rific e
is responsible for the pump housing fuel pressure
necessary for the charging of the high pressure
c hamber and the o peration of the automatic
injection advance unit.

Drive shaft

Fig 3. Schematic diagram of the operation of a

vane type fuel supply pump

© 2011 DEFS   4.4 DISTRIBUTOR TYPE INJECTION PUMP 46

D I E S E L E N G I N E S & F U E L S Y S T E M S E - T E X T

D ESEL ENGINE
FUNDAMENTALS MODULE CONTENTS SECTION CONTENTS

MECHANICAL FUEL INJECTION SYSTEMS

4
MECHANICAL FUEL
INJECTION SYSTEMS

4.5 GOVERNORS

Overview
Function of a governor
Classification of governors
Types of governors
Governor terminology
Graphs of governor control and engine fuelling
Mechanical governors
C onstant spe ed
Variable speed
Idle maximum speed
Pneumatic governor
Electronic governor
Revision questions

© 2011 DEFS 4.5 GOVERNORS 57

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D ESEL ENGINE
FUNDAMENTALS MODULE CONTENTS SECTION CONTENTS

MECHANICAL FUEL INJECTION SYSTEMS

Control Control As the shaft rotates, centrifugal force causes the

lever  rack
flyweights to mo ve o utwards from the shaft, the
lever arm thrusting against the sleeve. Thus the
sleeve is ba lanc ed between spring force on the
one end and the force e xerted by the flyweights on
Governor the other.
spring

 The gove rnor mec hanism conne c ts to the pump

rac k via the pivoted fork, one e nd of whic h
enga ge s in a g roo ve in the sleeve with the o ther
end c onnec ting to the rac k via a link.

Should the engine speed drop due to an increase

in engine load, the centrifugal force acting on the
weights will dec rea se, a llowing the spring to p ush
Centrifugal
weights the slee ve a long the shaft. This move ment will move
the rack, via the pivoted fork, to increase the fuel
supply to the engine.

On the o ther hand , should the engine spe ed

inc rea se due to a lightening o f the loa d, the
subsequent increase in centrifugal force will fling
Fig 3. Mechanical governor with centrifugal weights the flyweights outwards and the leve r arms will
C ou rtesy o f Bosch  force the sleeve along the shaft against the spring.
Movement in this direction will move the rack to
Simple C onstant Speed G overnor red uce the fuel de livery from the pump.
C onstant spe ed go vernors are fitted to e ngines that
 Thus any cha nge in the eng ine spe ed will ca use a n
are required to run at a set or constant speed, and
immediate c hang e in the q uantity of fuel injec ted,
are governed to this set speed.
whic h will co mpensate fo r the speed c hange.
Ap plic ations include engines that p ower alternator
Simple Variable Speed Governor
sets, water pumps, conveyors, etc.
In applic ations where e ngines may be req uired to
 The simple c onstant spe ed go vernor as shown
operate at a ny selec ted speed, variab le speed
in Figs 4 c onsists of two pivoted flyweights, fixed
go vernors are used . These g ove rnors govern
to a pivot plate, which rotates with the pump
the engine at any set engine speed, from idle
camshaft, a sliding control sleeve, a pivoted fork
to ma ximum. G ove rnors of this type are used
and a governor spring. Spring force acts against
extensively in engines for earthmoving equipment
the sleeve, forcing it against the lever arm of the
and farm tractors.
flyweights, which are forced in towards the shaft.

Fuel control rack

Fixed
throttle
position
C entrifuga l Ma ximum fuel
weights Fulc rum lever rack stop screw
G ove rnor spring Pumping
element

Sliding sleeve

Fig 4. A simple constant speed governor

© 2011 DEFS 4.5 GOVERNORS 61