High Pressure Injection System 01

High Pressure Injection System - Page 1 of 58
High Pressure Injection System
Table of contents
Page
1. Introduction 2
2. High Pressure Injection 3
3. Main Components of the Fuel Injection Pump 4 – 15

3.1 Monoblock cylinder 4/5
3.2 Pump plunger 6/7
3.3 Delivery begin / Delivery end 8 – 13
3.4 Valve support 14 – 15
4. VIT – Variable Injection Timing 16 – 18
5. Injector 19 / 20
6. Maintenance 21
7. Measuring the plunger stroke 22 – 24
8. Disassembling and assembling of the fuel pump 25 – 48

8.1 Disassembly of the fuel pump 25 – 35
8.2 Assembly of the fuel pump 36 – 50
9. Environmental aspects 51 – 58
9.1 Introduction 52
9.2 Measures to reduce the exhaust emissions 53
9.3 Fuel Water emulsion 55 – 57
9.4 Humid Air Motor 58
MSA – Diesel Academy

Injection system of the MAN B&W 4-stroke Diesel engine ( Medium speed )
1. Introduction
Internal combustion engines are thermal engines, which use liquid fuels or gas as energy
source. The chemical thermal energy contained in the fuel will be converted into
mechanical energy via the burning process in the combustion chamber . The mixture
from Fuel and air will be after ignition expanding in the combustion chamber . This
process forces the piston downwards and will produce a torsional moment (mechanical
energy ) via the big end bearing and the crankshaft. The expanded combustion gas will
be exchanged by fresh gas ( gas exchange cycle ) this process will be continued cyclic.
Due to the short energy route from the fuel to the crankshaft, the high temperature in
the process and high pressure ratio internal combustion engines still working with a
better thermal efficiency than other prime movers.
The energy conversion on the diesel engine takes place in the combustion chamber
during the combustion process of the liquid fuel and the high pressurized air. The
conversion of the energy is a key factor of operating your engine economically and
according to the environmental abidance by the law.
For each cylinder is a separate fuel pump (plunger pump) existing. The fuel pumps are
arranged on the camshaft side. The movement of the fuel pump will be done by the
camshaft. On the 4-stroke engine the camshaft is just running with 1/2 rpm compare to
the engine speed. This fact is done via the control drive which gives the connection from
the crankshaft to the camshaft. The fuel cam moves via roller plunger of the pump
drive the plunger of the fuel pump. To get the required amount of fuel according to the
actual load there are control edges on the plunger. With the upper and the lower control
edge of the plunger we can change the delivery begin and delivery end. With possibility
we can influence the engine parameters. ( e.g. fuel consumption , Firing pressure ..)
( Delivery begin / Delivery end q.v. chapter 3.3 )

2. High pressure injection system
The higher Power output of the engine by the same required space ( same Dimension of
the engine ) was a crucial factor by the development of the high pressure injection
system. Only by the use of high pressure it is possible to inject in a short period the
required amount of fuel.
The high pressure injection system was from MAN B&W established with peak
pressures from 1600 bar by full load.
Valve support
Baffle screw
Monoblock Cylinder
Pump plunger
Fuel
Sealing oil
Fuel Rack
fig. 1 Sectional view injection fuel pump

3. Main Components of the fuel injection pump
3.1 Monoblock cylinder
Figure 2 : Monoblock cylinder with pump plunger
This design of the monoblock gives such a component strength that he can withstand the
high injection pressure. The pressure will be reached by a small gap between Plunger
and cylinder. The monoblock will be first finished, according to the actual value of the
cylindrical part the precisely counter part ( pump part ) according to the bore diameter
will be manufactured. So there will be no additional gaskets between the plunger and
the monoblock. To prevent contamination of fuel oil into the lube oil we made following
design layout: This is done by the three ring grooves in the inner area of the monoblock.
The upper groove of these three has a connection to the suction side of the fuel pump.
The groove in the middle has a connection to the leakage line of the fuel pump. The
lowest groove is provided for the sealing oil, but this is just in use when the engine is
permanently operated with diesel fuel. ( exeption 58/64 )
( Groove concept see page 5 / figure 3 )

3.1 Monoblock Cylinder
Leakage fuel
return to the
suction side of
the pump
connection
to the fuel
leakage line
Sealing oil
Fig. 3 : Sectional view Monoblock Cylinder

3.2 Pump Plunger
Straight
Control edge
Lower
Control edge
Fig. 4 : Pump plunger with straight control edge
The pump plunger has an lower and an upper control edge, for this reason we can
varied the usable plunger stroke the delivery begin depending on the load and on the
rotation speed. If we have a straight ( upper ) control edge we talk from a load
independent delivery begin, this means that there is always the same delivery beginning
independent from the actual load. For further details go to the chapter 3.2.1 called
Delivery begin – end .

Divided
Control edge
Fig. 5 : Pump plunger with divided control edge
Different to the pump plunger with the straight edge ( Fig. 4 ) is on the Pump plunger
with the divided control edge the delivery beginning depending on the load. This means
different load points different delivery beginning. This Plunger was mainly in Marine
Application in use very seldom on Stationary Plants. With the development of the VIT –
Variable Injection timing the divided Pump plunger is more or less disappeared. With
the VIT we can change the delivery beginning of the whole Fuel pumps on one Bank
(e.g. V – engine ) at the same time. A more precisely description about the VIT you will
find on the chapter 4 .

3.2.1 Delivery Begin / Delivery end
The monoblock is working on the overflow principle with the control edges. The Pump
plunger has a upper and a lower control edge. Both control edges are in charge for the
delivery begin respectively for the delivery end. A change in the duration between
Delivery begin and delivery end respectively the distance between both control edges ,
the usable stroke is realized in turning the Pump plunger surface relatively to the
suction drill of the monoblock. This turning of the plunger will be implemented by the
regulating sleeve and the control rod ( fuel rack ). The shuffled Regulating sleeve over
the monoblock have on the upper end a gear rim and on the other side a tappet in which
the plunger engages. In the gearing of the gear rim the whole fuel rack engages. The
Pump plunger will be turned during operation by the fuel rack, whereby the useable
stroke the delivery quantity from the pump is continuously variable in changing from
Zero % Load to 100 % Load.
Components:
Fig. 6 : Regulating sleeve Fig. 7 : Pump plunger with regulating

sleeve assembled

Components:
Check mark
Fig. 8 : assembled fuel rack and regulating sleeve
Fig. 9 : Pump Plunger

The fuel injection are arranged on the camshaft through. The drive is effected by the
fuel cams, via the cam followers (8). The lifting movement of the cam follower is
transmitted to the pump plunger of the injection pump (30) via a tappet roller (33).
8 Cam follower
23 fuel rack
30 Fuel injection
pump
33 Tappet with
roller
Fig. 10 : Fuel injection pump 48/60 B

BDC - Position
When the plunger is in BDC – Position the pressure chamber above the plunger will be
filled with fuel from the suction side of the fuel pump. The fuel is passing through the
supply hole of the monoblock into the pressure chamber. As soon as the piston is going
upwards he is closing the supply hole and compressing the fuel above the plunger.
Afterwards the fuel is passing via the valve support and the injector to the combustion
chamber.
Fig. 11 : Pump plunger in BDC ( open access pressure space to suction side )

Delivery begin
As soon as the upper control edge of the pump plunger covers the upper edge of the
supply hole of the monoblock we talk about deliver begin.
Fig. 12 : Delivery begin

Delivery end
The supply of fuel finish, when the lower control edge clear the supply hole of the
monoblock, because from this moment the pressure space and the suction space will be
connected via the longitudinal- and ring grooves.
Fig. 13 : Delivery end

3.3 Valve support of the fuel pump
In the valve support there is the constant pressure relief valve and the balanced pressure
relief valve integrated.
The valves have the following tasks:
· A quick pressure release of the high pressure pipe

· A constant pressure level after delivery end over the entire load and rpm range of
the engine
A quick pressure release is necessary for a quick closing of the injector needle valve, to
prevent a unintentional injection. A adequate remain pressure is necessary to prevent
cavitations in the pressure pipe by releasing until the system pressure. ( Close to 0 bar )
To prevent a reopening of the needle valve and a unintentionally “ post injection “by
releasing the pressure in the same height as the closing pressure of the injection needle
valve. The remain pressure must be higher than the mean delivery pressure ( 5 – 10 bar)
and considerably lower than the closing pressure of the injector needle valve.
There are two non-return valves existing in the support valve, on of them is opening in
delivery direction ( constant pressure relief valve ) , and the one which is opening in
opposite delivery direction . The lift of the last mentioned valve and the pre- tensioning
of the pressure spring affect the pressure after delivery end. Through the throttle whole
before the pressure relief valve a constant pressure in the pressure pipe can be achieved.

Balanced pressure
relief valve:
Ball
Spring cup
Spring
Distance sleeve with
circlip
Fig. 14. : Valve Support with Balanced pressure relief valve
Fig. 15 : Bearing area Valve support Monoblock Fig. 16 : Constant pressure relief valve

4. Variable injection timing ( VIT )
Introduction:
Originally this system was developed for the world wide varieties of offered fuel to be
able to balance the existing difference in order to get the same combustion process .
Nowadays we use this device in cohesion with the runs of IMO ( International Maritime
Organization ) to reduce the emission of the nitrogen oxides ( Nox ). The injection time
has an essential influence on the fuel consumption as also on the exhaust emission.
A late Injection is used to keep the Nox emission low . A retarded Injection will be used
for keeping the Nox – emission low. In our medium speed engine the adjustment from
the injection timing in the direction late by an engine load of approx. 75 % engine load.
The result of changing the injection timing to late is a lower temperature in the
combustion chamber this goes in hand with a reduction of the Nox values.
Operating mode:
The cam follower for the drive of the injection pump is supported on a eccentric shaft.
A three phase alternator is driving the worm gear drive. By turning the eccentric shaft
the position from the cam follower to the camshaft is changing. Depending on the
direction the adjustment goes the injection timing will be earlier or retarded.
In the Starting Position the eccentric shaft is in the late adjustment ( e.g. 5 degree before
TDC ). When the engine reaches about 70 % Percent load the VIT will be switched to
the early adjustment (e.g. 12 degree before TDC ).
3 Phase alternator
with attached worm
gear drive
Hydraulic
operated brake
Fig. 17: Variable Injection timing / Engine L 48/60

So the engine with the VIT can be operated in two Positions the early and the late
Adjustment. In the following chart you will see the different parameters which will be
affected by changing the injection timing . There will be just a comparison between both
settings.
Late Adjustment ( Starting Position ) Early Adjustment ( above ≈ 65 % Load )
Lower Firing pressure Higher Firing pressure
Lower temperature in the combustion Slightly increasing of the temperature in the

chamber combustion chamber
Lower Nox emission Slightly increase of the Nox- emission
Slightly increase of fuel consumption Lower fuel consumption
Higher exhaust gas temperatures Lower exhaust gas temperatures
Fig 18 : Movement of the cam follower Fig 19 : Firing pressure Diagram

Scale
Limit
switches
cam
Fig. 20 : VIT – with limit switches
Fig. 21 : Functional principal hydraulic brake

5. Injector
Task and Functional principle
The injector is spraying and distributing the fuel in the combustion chamber. The
injector affects the injection behavior characteristics. This function influence essentially
the quality of the Fuel-Air mixture in the combustion chamber and as a further reaction
the content of soot and hydrocarbon in the exhaust gas. The nozzle needle and needle
body is manufactured in a close-pitch selection. So the nozzle needle will be guided
smoothly in the nozzle body and is sealing the pressure chamber to the spring space. At
the same time one spring is forcing the nozzle needle to the supporting surface and
sealing the pressure chamber to the combustion chamber. The nozzle needle will be
lifted from the seat when the pressure in fuel chamber ( nozzle body ) exceeds the pre-
tension of the compression spring. After the nozzle needle is lifted, the fuel flows via the
seat through the small spray wholes into the combustion chamber. The nozzle needle
will be lowered to the seat, when the force of the compression spring exceeds the
pressure force of the fuel chamber in the nozzle body.
Noozle needle
Nozzle cooling water
Fuel chamber
(nozzle body)
Fig. 22 : Sectional view

The fuel injection valve is arranged centrally in the cylinder head. The fuel is supplied
from the side via the lance. This design feature has the advantage in case of a high
pressure pipe leakage there will be no contamination of lube oil. On engines where the
fuel oil supply is from the top the is always the danger in case of an high pressure pipe
leakage that the lube oil will be contaminated. In our design the pressure pipe is very
short to minimize the hydraulic loses in the system.
Fig. 23 : Inside view injector Fig. 24: Injector assembled in the cylinder
head

6. Maintenance on the injector fuel pump
A faultless condition of the fuel injection pump is for a reliable and economic operation
of the engine very important. Therefore the fuel pump have to be regularly controlled
and overhauled according the maintenance schedule.
Remark : Certainly all parts have to be checked and overhauled according the
Maintenance schedule !!!
For more details : See Operating Manual (B1) Chapter 4.11
For the injector fuel pump following maintenance intervals are valid:
Work which have to be performed Intervals
Check all baffle screws Every 1500 running hours
Dismantle one Fuel pump with drive and Every 6000 running hours
the cam follower and check the parts
Dismantle all fuel pumps with drive and
cam follower , Replace all monoblocks Every 30.000 running hours
For a closer description of the work which have to be preformed and the required tools,
see in the folder called Working instructions (B2).
A further important check up is the measurement of the plunger stroke. The

measurement of the plunger stroke will be explained in the following chapter 7.

7. Measuring the plunger stroke
The whole purpose is to afford a economic engine operation and to check the delivery
beginning setting according to IMO ( International Maritime Organization )
regulations.
Starting Position:
· Engine stopped and secured against starting ( NO STARTING AIR !!)

· Cover of the camshaft removed
Necessary tools:
Hexagon
Bolts
Fig. 25: Clamping piece and support

Working steps:
· Check whether the position of the eccentric shaft coincides with the value stated
in the acceptance test record. If necessary, adjust the eccentric shaft to the
corresponding value.
· Place the clamping piece onto the fuel-injection-pump cam follower of a cylinder,
and clamp it to the fuel-injection-pump cam follower by tightening the hexagon
bolts. ( Refer to figure 25 ) Attention ! Make sure that the clamping piece rests on
against the fuel-injection-pump cam follower!
· Fasten the support to the camshaft covering
· Insert the dial gauge into the support and secured it in place by means of the
knurled screw.
· Turn the running gear in the engines sense of rotation until the cam base circle is
reached. Set the dial gauge to “Zero” Attention ! Only turn in the sense of
rotation of the engine in order to compensate the clearances existing in the
camshaft drive!
· Using the turning gear, turn the running gear until the piston is exactly at TDC
(Top Dead Center / marking on flywheel). Attention ! In case the ignition TDC is
exceeded, repeat the turning process! Turn in the sense of rotation of the engine
only!
· Take a reading on the dial gauge and note down the measured value.
· Compare the determined value with the value of the IMO certification and
acceptance test record respectively.
· Remove the complete measuring device

Fig.26: Front view assembled measuring device
Fig. 27 : Side view assembled measuring device

8.1 Dismantling of the fuel injection pump
Starting position: Fuel pump is dismantled from the engine and cleaned outside
Fig. 28: Complete fuel injection pump

Maintenance sequence: Dismantling valve support
Remove the
hexagonal screws
Fig.29: Dismantling of valve support
Fig.30: Removal of the valve support

Maintenance sequence: Balanced pressure relief valve
Fig.31: Balanced pressure relief valve ( ball, valve cone ,

Spring and distance sleeve with circlip)
Maintenance sequence: Dismantling of the constant pressure relief valve
Fig.32: Removal of the distance sleeve Fig.33: Removal valve cone

with spring

Operating sequence : Dismantling of the support cup
Fig. 34 ( left illustration ) : shows the pre-tensioned compression spring with the aid of the
provided standard tool
Fig. 35 ( right illustration ) : By lifting the pump plunger you can remove the support cup
with the aid of an eye bolt

Operating sequence : Dismantling of the spring plate and compression spring
Fig.36 ( left illustration ): Released compression spring, now you can remove spring plate
and compression spring
Fig.37 ( right illustration ): Shows the removal of the circlip

Operating sequence: Removal of the spring plate and regulating sleeve
Fig.38: Removal of the second spring plate
Fig.39: Removal of the regulating sleeve

Operating sequence: Pulling out the pump plunger
Fig.40: Pull out of the pump plunger
Attention! Do not touch the pump plunger with your bare hands!
Protect the control edges on the pump plunger against damage!

Operating sequence: Checking the baffle screw
Baffle screw
Fig.41: Dismantling of the baffle screws
Baffles screws are highly loaded parts of the fuel pump, because of the pressure changes
from the pouring fuel. They are wear parts and have the task to protect the more
significant parts. Baffle screws have to be checked every 1500 running hours.
Attention ! If the fuel pump is on the engine, you have to assert that the low Pressure
system ( Fuel ) is depressurized.

Operating sequence: Checking the baffle screws
Fig.42: 2 baffle screws ( both nose type baffle screw )
The left baffle screw is in faultless condition ( no traces on the funnel ) and can be used
again. The baffle screw on the right have already deterioration on the outer surface of
the funnel . Baffle screws in this condition have to be replaced, because there is also the
danger that smaller particles damage the monoblock or the seat surface of the fuel
injector. By replacing the baffle screw use always new copper sealing.

Operating sequence: Dismantling monoblock
Before starting with the dismantling of the monoblock the baffle screws have to be
removed.
Fig.43 ( left illustration ): Remove the monoblock by two jack bolts
Fig.44 ( right illustration ): After the monoblock is loose you can lift it by crane with eyebolt
and shackle

Operating sequence: Dismantling of the control rod
Fig.45: Dismantling of the clamping ring
The connection rod will be left on the engine regulating shaft. The connection rod is
adjusted and fixed to the correct length by MAN B&W Diesel AG.
Don’t make any changes there !! Half unscrew the set screw, loosen the cylinder bolt and
pull the clamping ring off the control rod.
Fig.46: Pulling the fuel rack
Mark the position of the flange in relation to the casing. Unscrew the hexagon bolt and
remove the flange. Dismantle the control rod.

8.2 Assembly of the fuel injection pump
Starting condition:
All individual parts are cleaned and checked for damage, and replaced if necessary.
Fuel injection pump must be assembled with the greatest care, as they will only work
properly and seal effectively if their components are clean and undamaged. This applies
in particular to the monoblock cylinder and pump plunger.
Before assembling , slightly oil all individual parts with a lightweight oil.
Operating sequence: Exchange of monoblock cylinder / assembly of the gaskets
Preamble:
MAN B&W Diesel AG has to versions of O-rings on the monoblock to make the fuel
space tight to pump casing. The first possible design is with “standard” viton rings
( O-Rings ). There you have to observe that these are tensioned equally over their whole
length and not twisted. The following description (example) relates to the assembly of
the Turcon – Variseal ring with an inner profile – spring. You will realize that you have
the version with the Turcon – Variseal by the provided tools. The provided tools in this
case consists of two conical sleeves, two spreader sleeves and one sizing sleeve.
Fig.47: Standard tools provided for assembly of Turcon – Variseal rings

(a.m. provided tools)

Operating sequence: Assembly of the Turcon – Variseal rings
Preamble: The following description is related to the previous design of the 48/60 with
two Turcon – Variseal rings. On the 48/60 B version you have to assemble just one
Turcon – Variseal ring in the lower ring groove of the monoblock. The process will be
on both engine types the same.
The gaskets can be heated in two ways:
You can heat the sealing ring in the water bath by approx. 800 C or you can place the
sealing ring into a metal basket on a electrical heater. (see Fig. 48)
Caution! Do not insert the sealing ring into and remove it from the water bath
respectively with bare hands! Danger of scalding!
Important! Heating the sealing rings should be effected directly at the place of work, as
the sealing rings cool off quickly in the air and their elasticity is thus lost again.
Fig.48: Heating the sealing ring via electrical heater

Operating sequence: Assembly of the upper seal ring
Remove the sealing ring from the water bath, dry it and put it onto the (long) assembly
cone. Using the (long) expanding sleeve, swiftly slide the sealing ring over the assembly
cone and into the ring groove. Pay attention to the correct fitting position of the sealing
ring. (Refer to figure 49 and 50)
Steel ring
shows to the
top
Assembly
cone (long)
Ring
groove
Fig.49: Assembly of the upper seal ring

Expanding
sleeve
Fig.50: Expanding sleeve in position

Operating sequence: Placing sizing sleeve in Position/ Assembly of second seal ring
Remove expanding sleeve and assembly cone. Immediately place the sizing sleeve onto
the monoblock cylinder, using it to press the sealing ring into the ring groove. After
approx. 2 minutes, pull the sizing sleeve off again.
Fig.51: Sizing sleeve in Position
Slip the short assembly cone to the monoblock cylinder. Heat sealing ring on the
electrical heater or water bath. Remove the sealing ring from the water bath, dry it and
put it onto the short assembly cone. Using the (short) expanding sleeve, swiftly slide the
sealing ring over the assembly cone and into the ring groove. Pay attention to the correct
fitting position of the sealing ring. (Refer to figure 52, 53 and 54)
Fig.52: Short assembly cone Fig.53: Assembly lower

seal ring

Fig.54: Correct Position of the lower seal ring
Remove expanding sleeve and assembly cone. Immediately place the sizing sleeve onto
the monoblock cylinder, using it to press the sealing ring into the ring groove. After
approx. 2 minutes, pull the sizing sleeve off again. ( See figure 51 )
Fig.55: Monoblock cylinder with installed sealing rings

Operating sequence: Assembly of the fuel rack
Insert a new O-ring seal into the ring groove, making sure that it is evenly tensioned
over the whole circumference, and not twisted. Use lubricant for the fuel rack. Install
the fuel rack into the casing. Insert the flange into the bore, paying attention to the
markings of the flange and casing. Slip the shaft seal onto the fuel rack and insert into
the bore. Fasten pointer together with adjusting washers to the casing using
countersunk bolt. Slip the clamping ring onto the fuel rack, screw the set screw in, and
secure it by means of center punch.
Make sure that the tip of the set screw engages in the indentation on the fuel rack !
Fig.56: Assembly of the fuel rack Fig.57: Correct position of the flange
Inside is the shaft seal and

outside is the pointer with
the adjusting washers
Fig.58: Assembly of the clamping ring

Operating sequence: Assembly of the monoblock cylinder
Fig.59: Lower carefully the monoblock into the casing
Put two new O – ring seals on the monoblock ( the two Turcon – Variseal rings are
already assembled) and apply acid free grease , into the ring groove, making sure that it
is evenly tensioned over the whole circumference, and not twisted.
When installing the monoblock cylinder in the casing make sure that it is not tilted!
Grease the treat and contact surface of the hexagon bolt by MoS2 lubricant, screw them
crosswise to the specified torque( Folder B2 Working card 000.30).

Fig.60: Tightening of the hexagon bolt (monoblock/ pump casing)
Operating sequence: Assembly of the baffle screw
Screw the baffle screws together with sealing rings into the casing and tighten them.
Attach the plates to the casing by means of hexagon bolts and secure the hexagon bolts.
(Refer to figure 60)
Fig.60: Tightening and securing of the hexagon bolts

Operating sequence: Assembly of pump plunger / regulating sleeve
Carefully slide the pump plunger into the monoblock cylinder.
Attention! Do not touch pump plunger with bare hands! Protect control edges on pump
plunger from damage!
Install the regulating sleeve so that the markings (M) of the regulating sleeve and the
fuel rack coincide.
Fig.61: Lowering of the pump plunger Fig.62: Assembly of the regulating sleeve
Fig.63: Marking control fuel rack / regulating sleeve

Operating sequence: Fitting the spring plate and circlip
Before installing the spring plate, check again that the markings of regulating sleeve and
fuel rack coincide.
Fig.64: Assembly of spring plate
Fig.65: Assembly of the circlip

Operating sequence: Assembly compression spring / spring plate
Fig.66: Starting Position

Fitting- and unfitting tool assembled

Operating sequence: Assembly of the support cup
By tightening the hexagon nut , compress/press down the compression spring/spring

plate far enough to enable installation of the support cup .
Fig.67: Fitting device Fig.68: Assembly of the support cup

with compressed spring
Screw the eyebolt into the support cup. Slip the support cup laterally onto the pump
plunger foot. Slacken the hexagon nut.
While slackening the hexagon nut, check that the support cup is centered by the spring
plate and is positioned correctly.
Remove the fitting/unfitting tool , unscrew the eye bolt.

Operating sequence: Assembly of the balanced pressure relief valve
Fig.69: Shows the assembly order of the balanced pressure relief valve
( ball, valve cone, spring and distance sleeve with circlip )
Operating sequence: Assembly of the constant pressure relief valve
Fig.70: Installation of the valve cone Fig.71: Installation of the spring and
distance sleeve

Operating Sequence: Assembly of the valve support
Slip the sleeve onto the monoblock cylinder. Put the valve support onto the monoblock
cylinder, paying attention to the centering of spring pin / bore in the monoblock.
Grease thread and contact face of the hexagon bolts with MoS2 lubricant, screw them in
and tighten them crosswise, in three steps, to the specified torque ( see work card 000.30)
Fig. 72: Sleeve on the monoblock Fig.73: Assembly valve support
Fig.74: Tightening of valve support
With the tightening of the valve support the assembly of the injection fuel pump is
completed.

9. Environmental aspects:
Introduction:
A product can only be successful in the market if the requirements of the customer are
met. Therefore it is an essential prerequisite that the further or new development of
products is customer – oriented. Customer are developing a heightened awareness of
environmental considerations. On the other hand, our customers are themselves under
pressure to comply with statutory emission limits. Thus it is, for example, that loans for
Diesel power stations in newly industrializing countries are granted by the World Bank,
which has established its own requirements. Another example is the Annex VI of Marpol
(elaborated by IMO – International Maritime Organization ) which is valid for the
marine application.
In case of modern diesel engines operated mainly with heavy fuel oil and with an overall
efficiency level of up to 52 % , the harmful emissions today only amount to about 0,2 –
0,3 volume percent of the total exhaust gas volume. In the addition to nitrogen oxides
(summarized as Nox ) and sulfur oxides (Sox), harmful substances ( pollutants ) also
include, to a much lesser degree, hydrocarbons (HC), carbon monoxide (CO) and
particulate matters (PM), which also includes soot. The quality of fuel being used has a
distinctly large impact on the volume and composition of these substances, in addition to
the technology and setting of the engine. Thus, for example is the sulfur content of the
fuel (up to 4.5 weight percent sulfur will be permissible in international shipping in the
near future) also has a direct considerable influence on both SOx and particulate
emissions. Even though the pollutants in the exhaust gas of diesel engines only make up
an extremely small portion, the diesel industry has considered further minimization of
the substances, to be one of its main developmental duties for about 20 years. Emission
reduction is achieved by means of both engine-internal and engine-external measures.
Fig.75: Exhaust gas composition (volume % )

Nox (g/kwh)
20
IMO - Limit
18
16
Former Series
14
DNV - Clean IMO Series
12
10
SCR
8
HAM
6
Lowest Swedish regulation
4
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Fig. 76: Four –stroke diesel engines in relation to Nox limit Rated engine speed

9.2 Measures to reduce the exhaust emission
Primary measures ( engine internal measures)
v Waste Gate
v Charge air blow by
v Charge air preheating
v Geometry of the combustion chamber
v Jet assist
v VIT ( Variable injection timing )
Secondary measures ( engine external measures)
v Exhaust gas after treatment (catalytic converter)
Measures to reduce the Nox – emission:
v Modification of the combustion process (e.g. VIT, optimization of the injecton)

v Fuel Water Emulsion ( FWE )
v Humidification of intake air (HAM)
v Catalytic converter
Measures to reduce the soot and particulate matters
v Modification of the combustion process ( VIT )

v Fuel oil quality
v Fuel water emulsion (FEW)
Measures to reduce the sulfur oxide
v Using of fuel oil with a lower sulfur content

v Desulphurisation plant ( DeSOX)

9.3 Fuel Water Emulsion
By the FWE –Method will be an amount of water added to the fuel to become an
emulsion. Because of the water content of the emulsion the temperature in the
combustion chamber will be decreased and as further consequence the NOX – emission
will be also decreased.
Schematic Diagram of the FWE- Module:
Water Flow
meter
Fuel Flow
meter
Engine
Measurement
water content
Fig.77: Schematic Drawing of the FWE

As shown in the schematic diagram , the FWE – module consist of a water injection
section and a booster section. Fuel and on board (Fresh) water will be mixed prior the
injection in the combustion chamber. To prevent cavitations and evaporation in the
lower pressure area of the fuel system a closed pressurized system will be used. A big
advantage is that by the FWE -module no significant changes to previous design
necessary. The emulsion will be injected via the already existing injector. The FWE-
Module cleans, preheats and pressurize the water and supply it to the mixing-tank.
10 Percent of the water content in the fuel means approx. 10 percent reduction of the
Nox values. On disadvantage is that on the already existing engines the water content is
limited by specification of the fuel system. ( max. delivery amount of the fuel pump)
Fig.78: Schematic drawing FWE

Fig. 79: HFO-Module with FWE
In fig.79 you see the standard HFO module with the homogeniser on the left hand side
(green color on the bottom ) and the injection point . ( in the middle also green )
Two automatic flushing valves situated just below the control cabinet ( also green ).

9.4 Humid Air Motor (HAM)
Sometimes it is necessary to reduce the NOX emissions below the one we can reach with
FEW. In such cases the idea from a mixture of water vapor and compressed charge air
is a good deal. The heat absorbtion ability of the mixture (water vapor/charge air)
reduces temperature peaks during the combustion. “Lower” temperature in the
combustion chamber means a lower NOX emission. Pielstick and the Swedish company
Munters has developed the HAM principle, tested and optimized.
Fig.80: Schematic drawing of the HAM principle

High Pressure Injection System 01

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High Pressure Injection System - Page 1 of 58

High Pressure Injection System

2. High Pressure Injection 3

3. Main Components of the Fuel Injection Pump 4 – 15

4. VIT – Variable Injection Timing 16 – 18

7. Measuring the plunger stroke 22 – 24

8. Disassembling and assembling of the fuel pump 25 – 48

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( Delivery begin / Delivery end q.v. chapter 3.3 )

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2. High pressure injection system

fig. 1 Sectional view injection fuel pump

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3. Main Components of the fuel injection pump

3.1 Monoblock cylinder

Figure 2 : Monoblock cylinder with pump plunger

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3.1 Monoblock Cylinder

Fig. 3 : Sectional view Monoblock Cylinder

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3.2 Pump Plunger

Fig. 4 : Pump plunger with straight control edge

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Fig. 5 : Pump plunger with divided control edge

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3.2.1 Delivery Begin / Delivery end

Fig. 6 : Regulating sleeve Fig. 7 : Pump plunger with regulating

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Fig. 8 : assembled fuel rack and regulating sleeve

Fig. 9 : Pump Plunger

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Fig. 10 : Fuel injection pump 48/60 B

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MSA – Diesel Academy

Fig. 12 : Delivery begin

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Fig. 13 : Delivery end

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3.3 Valve support of the fuel pump

The valves have the following tasks:

· A quick pressure release of the high pressure pipe

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Fig. 14. : Valve Support with Balanced pressure relief valve

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4. Variable injection timing ( VIT )

Fig. 17: Variable Injection timing / Engine L 48/60

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Late Adjustment ( Starting Position ) Early Adjustment ( above ≈ 65 % Load )

Lower Firing pressure Higher Firing pressure

Lower temperature in the combustion Slightly increasing of the temperature in the

Lower Nox emission Slightly increase of the Nox- emission

Slightly increase of fuel consumption Lower fuel consumption

Higher exhaust gas temperatures Lower exhaust gas temperatures

Fig 18 : Movement of the cam follower Fig 19 : Firing pressure Diagram

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Fig. 20 : VIT – with limit switches

Fig. 21 : Functional principal hydraulic brake

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Task and Functional principle

Fig. 22 : Sectional view

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MSA – Diesel Academy

6. Maintenance on the injector fuel pump