ENGINE MANAGEMENT – DIESEL INJECTION
4.2 THE ROTARY DIESEL INJECTION PUMP
Figure 4.2 Bosch distributor pump fuel system
In addition to the basic features associated with modern distributor rotary pumps, various add-on modules can be fitted to the VE pump; these include:
● a solenoid operated fuel cut-off to give the driver a key start/stop operation
● an automatic cold starting module to advance the injection
● a fast idle facility to give even running during warm- up
● torque control for matching the fuel output with the fuel requirement.
The section through the pump (Figure 4.3) shows the layout of the basic sub-systems; these include:
● a low pressure fuel supply
● a high pressure fuel supply and distributor
● a fuel shut-off solenoid
● a distributor plunger drive
● an automatic injection advance unit
● a pressure valve
● a mechanical governor.
Low pressure fuel supply
Driven at half crankshaft speed by a drive shaft, a transfer pump with four vanes delivers fuel to the pumping chamber at a pressure set by the regulating valve.
This fuel pressure, which rises with engine speed, is used to operate the automatic advance unit. It also gives an overflow through the pump body, which aids cooling and provides the self-bleeding feature. After
Figure 4.3 Bosch VE distributor pump
passing through a small restriction at the top of the pump the surplus fuel is returned to the fuel tank.
High pressure fuel supply
Figure 4.4 is a simplified view of the pumping chamber with part of the distributor head cut away to show the pump plunger. Besides rotating in the head to give a valve action, the plunger is reciprocated through a constant stroke to produce the high pressure. The axial movement is provided by a cam plate moving over a roller ring. The quantity of high pressure fuel delivered to the injector via the outlet bore is controlled by the position of the control spool. The control spool varies the effective pumping stroke: the stroke increases as the spool is moved towards the distributor head and therefore increases the quantity of fuel delivered.
In the position shown in Figure 4.4a the rotation of the plunger has caused one of the metering slits to open the inlet passage. At this point all outlet ports are closed.
Prior to this, the plunger had moved down the chamber to create a condition for the fuel to enter and fill the high pressure chamber.
Slight rotation of the plunger closes the inlet port and causes the single distributor slit in the plunger to open one of the outlet ports. Whilst in this position the plunger is moved up the chamber to pressurise the fuel and deliver it through the outlet bore to the injector.
The position of the plunger at the end of the injection period is shown in Figure 4.4b. At this point, the control spool has already allowed a considerable movement of the plunger before the cut-off bore in the plunger has been uncovered. The exposure of this port
Figure 4.4 Principle of the VE pumping unit
instantly reduces the pressure and terminates the injection. Further pumping movement of the plunger causes the fuel in the pumping chamber to be returned to the pump cavity. With the spool set in this maximum fuel position, which corresponds to the fuel requirement for starting, a movement of the control spool to an extreme position away from the distributor head reduces the output to a minimum; this is the spool setting for slow running.
Fuel shut-off
The ‘no fuel’ or ‘stop’ position is provided by a solenoid operated valve. The solenoid cuts off the fuel supply to the inlet passage when the ‘ignition’ key is switched off.
Distributor plunger drive
The plunger must be rotated and reciprocated. Figure 4.5 illustrates how this is done.
The distributor pump driveshaft is rotated at half crankshaft speed (for a four-stroke engine), and is transmitted via a yoke and cam plate to provide rotary motion to the pump plunger.
Reciprocating motion is provided by the rotation of a cam plate as it moves over four roller followers fixed to a roller ring. In a pump suitable for a four-cylinder engine, four lobes are formed on the cam plate and contact between the plate and rollers is maintained by two strong plunger return springs. A yoke positioned between the driveshaft and the cam plate allows the plate to move axially whilst still maintaining a drive.
Pressure valve
A delivery valve is fitted in the distributor head at the connection point to the high pressure fuel lines (see 4.3). The valve is used to seal the pressure in the high pressure line when the fuel delivery to the fuel outlet
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port stops; when the pump element ceases to supply fuel to the outlet port, the delivery valve closes which immediately causes the pressure to drop in the high pressure line which, in turn, causes immediate closure of the injector. However, pressure remains sealed in the high pressure line.
Automatic injection advance unit
The roller ring assembly is not fixed rigidly to the casing;
instead it can be partially rotated through an angle of up to 12º to allow the automatic advance mechanism shown in Figure 4.6 to vary the injection timing.
When the pump is rotated, fuel under pressurefrom the transfer pump is delivered to the timing advance chamber via the pump cavity. A rise in the pump speed causes the transfer pump pressure and flow to increase.
The increase in pressure moves the timing advance
Figure 4.5 Plunger drive
piston against its spring, which in turn, causes the actuating pin to rotate the roller ring in a direction opposite to the direction of rotation of the driveshaft.
The rotation of the roller ring advances the injection timing.
Governor
The VE pump is fitted with either a two-speed or an all speed governor. The layouts of these types of governor are similar, but differ in the arrangement of the control springs.
Figure 4.7 shows the main construction of a two- speed governor, which controls the engine during the idling and maximum speed operation. At other times the driver has near direct control of the quantity of fuel delivered and hence the power output of the engine.
The centrifugal governor, which consists of a series of flyweights, is driven from the driveshaft through
Figure 4.6 Principle of the automatic advance
Figure 4.7 Governor – mechanical type
gears with a ratio that steps up the speed. The high speed flyweight rotation given by this ratio ensures good sensitivity of the governor, especially during the idling phase.
An increase in engine speed, and the associated centrifugal action on the flyweights, produces an outward force that pushes a sliding sleeve against a control lever system. This lever, which is connected at its lower end to the control spool on the pumping plunger, can move only when the sliding sleeve is able to overcome the reaction of the spring that is in use at that time.
Starting
With the accelerator pedal half depressed and the governor stationary, the starting spring pushes the sliding sleeve towards the flyweights and moves the control spool to the maximum fuel position.
Idling
When the engine starts, the release of the accelerator, combined with the outward movement of the flyweights, causes the lever to move the control spool to the minimum fuel position. When the engine is operating in this phase, smooth idling is obtained through the interaction of the flyweights and idling spring.
With the accelerator pedal lever against the adjustable idling stop, any small speed increase causes the flyweights to exert a larger force on the sliding sleeve. This slightly compresses the idling spring and, as a result, the spool control lever moves the spool and reduces the fuel delivery.
Any slight drop in engine speed produces the opposite action, so smooth idling under governor control is obtained.
Mid-range operation
Once the idling range has been exceeded, the larger governor force puts the idling and starting springs out of action. At this stage the intermediate spring comes into use to extend the idle control range and so smooth the transition from idle to mid-range operation. The intermediate spring is stronger and provides a flexible link between the driver’s pedal and the control spool lever, so that, when the accelerator pedal is depressed, a slight delay in engine response is introduced.
Beyond this phase any movement of the accelerator produces a direct action on the control spool.
Maximum speed
During mid-range operation, the pre-load of the main governor spring causes the spring assembly to act as a solid block. However, when the engine reaches its predetermined maximum speed, the force given by the flyweights equals the spring pre-load. Any further speed increase allows the flyweights to move the spool control lever. This reduces the quantity of fuel being delivered and so keeps the engine speed within safe limits.
4.2.2 Injectors
The purpose of the injector is to break up the fuel to the required degree (i.e. to atomise it) and deliver it to the combustion region in the chamber. This atomisation and penetration is achieved by using a high pressure to force the fuel through a small orifice.
Many vehicles use a type of injector that incorporates a valve. The closedsystem is responsive to pump pressure; raising the pressure above a predetermined point allows the valve to open, and stay open until the pressure has dropped to a lower value.
The ‘snap’ opening and closing of the valve gives advantages, which make this system popular.
The complete injector, shown in Fig. 4.8a, consists of a nozzle and holder, which is clamped to form a gas- tight seal in the cylinder head. A spring, compressed by an adjusting screw to give the correct breaking (opening) pressure, thrusts the needle on to its conical seat. Fuel flows from the inlet nipple through a drilling to an annular groove about the seat of the needle. A thrust, caused by fuel acting on the conical face X, will overcome the spring and lift the needle when the pressure exceeds the breaking pressure. The opening of the valve permits discharge of fuel until the pressure drops to the lower limit. Any fuel which flows between the needle and body acts as a lubricant for the needle before being carried away by a leak-off pipe.
4.2.3 Injector nozzle types
There are three main types of nozzle:
● single hole
● multi-hole
● pintle.
Single hole nozzle
See Figure 4.8b. A single orifice, which may be as small as 0.2 mm (0.008 in), is drifted in the nozzle to give a single jet form of spray. When this nozzle is used with indirect injection systems, a comparatively low injection pressure of 80–100 bar is used.
Multi-hole nozzle
See Figure 4.8c. Two or more small orifices, drilled at various angles to suit the combustion chamber, produce a highly atomised spray form. Many engines with direct injection systems use a four-hole nozzle with a high operating pressure of 150–250 bar. A long stem version of this type makes it easier to fit the injector in the head.
Pintle nozzle
See Figure 4.8d. Swirl chambers can accept a soft form of spray, which is the form given by a pintle nozzle when it is set to operate at a low injection pressure of 110–135 bar.
A small cone extension on the end of the needle produces a conical spray pattern and increases the velocity of the fuel as it leaves the injector. This type tends to be self-cleaning.
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The elimination of heater plugs on some small indirect injection engines has been made possible by the invention of a special pintle nozzle known as the
‘pintaux’ type, as shown in Figure 4.8e. Starting conditions produce a small needle lift, and so fuel passes through the small auxiliary hole and is directed to the hottest part of the chamber. Under normal running pressures, the full lift of the needle discharges the fuel through the main orifice.
4.2.4 Rotary pumps with electronic control
With an ever increasing demand on the compression ignition engine to develop more power with lower emissions, together with an increase in fuel economy, electronic control of the diesel fuel system has now become the standard for passenger vehicles with diesel engines.
Although the very latest generations of electronic diesel systems are in fact very similar to petrol injection systems, i.e. the injectors are directly controlled by the system ECU (section 4.3), technicians may still encounter early generations of electronic diesel systems
where the electronic control influenced the operation of a rotary pump. One example of this type of electronic control is therefore detailed below and illustrated in Figure 4.9. The general term used to describe these systems is electronic diesel control (EDC).
An electronic diesel control system can give the following advantages:
● lower emissions
● lower soot emissions
● increased engine output.
The non EDC Bosch VE pump accurately controls the quantity of fuel delivered by the injectors with the use of the control spool as well as a governor and an automatic advance unit. However, external influences, such as engine temperature and air density, will affect the engine performance and also the emissions. Precise control of the fuel system can be achieved with the use of electronic diesel control.
The EDC electronic control unit (ECU) controls the fuel system by using two actuators, a solenoid operated control spool and a solenoid operated timing advance unit, which are located in the distributor pump (Figure 4.9). The pump uses many of the components that are fitted to the VE-type distributor pump, including the fuel shut-off valve and the fuel delivery plunger.
The ECU monitors the engine operating conditions from information supplied by sensors and provides the correct control signals to the actuators, giving precise control of the fuel delivered to the injectors. The EDC system uses sensors very similar in operation to those used with petrol fuel injection systems (see Figure 4.10).
An accelerator cable between the throttle pedal and the distributor pump is no longer required to control the fuel volume. The position of the throttle pedal is monitored by the EDC ECU with the use of a throttle position sensor fitted to the throttle pedal linkage. The ECU controls the volume of fuel delivered to the injectors by using a solenoid operated control spool.
The engine speed is monitored by a sensor fitted to the engine crankshaft; the sensor is usually of the inductive type. An additional sensor is fitted to the distributor pump, which monitors the speed and position of the fuel control spool in relation to crankshaft position. The ECU uses the information from these sensors, together with additional sensor information to determine the volume of fuel and fuel injection timing.
A manifold absolute pressure (MAP) sensor enables the ECU to monitor the volume of air entering the engine. The ECU calculates the air density from the MAP sensor signal in conjunction with the intake air temperature sensor signal. The MAP sensor signal is also used to monitor and control the turbo boost pressure. The ECU controls the turbo boost pressure with a waste gate actuator solenoid.
Two temperature sensors are used: an engine coolant temperature sensor to monitor engine temperature and an intake air temperature sensor. The ECU uses Figure 4.8 Injectors
temperature information for fuel volume control. This information is also used to control the length of time that the glow plugs operate during starting.
An injector motion sensor is fitted to one of the injectors (Figure 4.11), usually to number 1 cylinder. At the start of fuel injection, when the fuel pressure increases and lifts the injector valve from the seat, the sensor produces a signal. The start of injection influences engine starting, combustion noise, fuel consumption and emissions. The ECU monitors the sensor signal and determines, in conjunction with the
engine speed sensor information, the fuel injection timing control.
To enable the modern diesel engine to meet emission regulations, many engines are fitted with an exhaust gas recirculation (EGR) system. During certain engine operating conditions, the exhaust gases are mixed with the fresh air in the induction system, which lowers the combustion temperature, thus reducing the harmful emissions produced by the engine. The volume of EGR is measured with a mass air flow sensor, either a hot wire or a hot film type. The ECU controls the EGR The rotary diesel injection pump 171
Injector needle motion
Accelerator pedal position sensor Vehicle speed
Manifold absolute pressure sensor Engine speed
Air mass sensor
Control spool position sensor Temperature sensors coolant/air
EGR solenoid
Glow plug control module Control spool solenoid Timing advance unit solenoid
EDC ECU Figure 4.9 An electronically controlled diesel rotary pump (EDC)
Figure 4.10 Inputs and outputs for an EDC system
valve actuator accordingly to ensure the correct volume of exhaust gases are recirculated to provide the correct emission levels.
The position of the control spool in relation to the distributor plunger determines the volume of fuel delivered to each injector, in the same manner as previously described with the Bosch VE pump. The volume of fuel delivered dictates the engine speed and engine power. A mechanical governor is no longer fitted to the distributor pump; the position of the control spool is electronically controlled by the EDC ECU with a solenoid. Depending on the position of the spool, the volume of fuel is either increased or decreased. The position of the spool can be altered to provide maximum fuel for full load through to zero fuel to prevent fuel from being supplied to the injectors. The exact position of the control spool is monitored by the ECU with a position sensor.
As with the VE pump, the fuel pressure inside the pump is relative to engine speed. The timing advance unit functions in a similar manner to that of the VE
pump, except that the fuel pressure applied to the advance unit is controlled by the EDC ECU with the use of the timing advance unit solenoid. The fuel injection timing can either be advanced or retarded by altering the control signal to the solenoid.
The EDC ECU controls the engine idle speed by controlling the volume of fuel delivered. To ensure that the engine idle is as smooth as possible, the ECU will slightly vary the volume of fuel to each cylinder by the corresponding amount.
The EDC ECU also incorporates a diagnostic function similar in operation to that of a petrol engine management system. If a fault occurs with the system, the ECU will if possible operate with a limited operating strategy (LOS). If a sensor circuit fails, the ECU will substitute the value of the sensor circuit, to provide limited emergency operation of the system. If the ECU detects a system fault, it illuminates a warning lamp in the instrument panel to alert the driver that a fault has occurred; the fault will also be stored in the memory of the ECU in the form of a code. To diagnose the system fault, the fault information can be retrieved from the EDC ECU memory with the appropriate diagnostic test equipment.
Many modern vehicles are prevented from being driven by the fitting of an engine immobiliser system.
Early immobiliser systems prevented diesel engines from being started by isolating the power supply to the distributor pump stop solenoid, preventing fuel from entering the plunger. Modern electronically controlled diesel fuel systems are immobilised within the ECU. If the ECU receives an incorrect immobiliser code from the driver, it prevents fuel from being supplied to the injectors by isolating the control signals to the distributor pump solenoids.
Electronic diesel control (EDC) systems can vary timing and fuel quantity by acting on the automatic advance unit and the control spool Inputs to an EDC system are similar to those used for petrol/gasoline engine management
Key Points
Figure 4.11 An injector with a motion sensor