Fuel Feed System

Diesel fuel feed system

2.16. Diesel engine fuel system

The fuel injection system is most important system of a diesel
engine. Engine performance depends on a proper functioning of injection
system. For effective running of the engine, the injection system is
designed to fulfill the following requirements.

1. To meter or measure the correct quantity of fuel to be injected.

2. To atomise the fuel into fine particles
3. To inject fuel at appropriate time.
4. To control the rate of fuel injection
5. To properly distribute the fuel in the combustion chamber.

Components of fuel injection system

The main components of fuel injection system are

1. Fuel tank
2. Fuel feed pump
3. Filter
4. Injection pump
5. Injector

The fuel from the tank is sucked by the fuel feed pump and the

pressure of fuel is raised slightly. Then the fuel is passed into the filter

where all the dust particles are removed. From the filter, the fuel enters

into the injection pump where the pressure of fuel is increased about the

air pressure at the end of compression. At this high pressure, fuel is

sprayed into the engine cylinder by means of fuel injector. Any spill over

fuel in the injector is returned to this filter.

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 R.Soundararajan, AP/Mech, SKCET - AE

Fuel Return Line

Fuel
Injector

Engine Fuel Tank

Cylinder
Fuel injection
Pump
Filter Fuel feed
Pump

Fig. 2.20 Fuel injection system for CI engine

All the injection systems are manufactured with great accuracy,

especially the parts that actually meter and inject the fuel. Some of the
tolerances between the moving parts are very small of the order of 1
micron. Such closely fitting parts require special attention during
manufacture and hence the injection systems are more costly than other
parts.
In compression ignition engines (diesel and semi-diesel) two
methods of fuel injection are used.
1. Air injection system
2. Solid or airless injection system.
1. Air Injection System

In this method of fuel injection, air is compressed in the

compressor to a very high pressure (much higher than developed in the

engine cylinder at the end of the compression stroke) and then injected

through the fuel nozzle into the engine cylinder. The rate of fuel injection

can be controlled by varying the pressure of the injection air. Storage air

bottles which are kept charged by an air compressor (driven by the engine)

supply the high pressure air. This method is absolete these days and

not in use any more because of being complicated and expensive.

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Fuel Feed System

2. Solid or Airless Injection System

The solid or airless injection is also termed as mechanical

injection. In this system, a fuel pump is used which supplies a measured

quantity of fuel to the atomizer or injector which injects it at a high pressure

and a very high velocity into the engine cylinder in the form of sprays.

The injection pressure varies from 100 to 145 bar (or even more in some

cases). This pressure is produced by the fuel pump.

2.17. Diesel fuel feed pump

The purpose of the diesel fuel feed pump is to transfer the fuel
from the tank to the fuel injection pump. Generally diesel fuel feed pumps
that are used in engines are classified as.
1. Single acting fuel feed pump
2. Double acting fuel feed pump

2.17.1. Single acting fuel feed pump

The fuction of the fuel feed pumps is to draw the fuel from the
fuel tank and supplies it to the fuel injection pump. They are two types
namely diaphragm type and plunger type. The most commonly used
plunger type feed pump is shown figure.
Constructional details :
Generally it consists of a plunger (piston), plunger return spring,
roller tappet, spindle, suction and delivery valves. The plunger is driven
by a cam provided on the cam shaft of the fuel injection pump through
roller tappet. The plunger along with the spindle moves up and down
through the action of spring. The suction and delivery valves are located
on their respective side. They are one way valve (non-return valve).
Working :
When the cam is at its minimum throw, the plunger moves upward
by the force of return spring. Due to this, the pressure is reduced resulting
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 R.Soundararajan, AP/Mech, SKCET - AE
suction valve opens. Fuel is drawn to the front side of the plunger from
the fuel tank. When cam rotates further, the plunger moves down by
compressing the spring. Hence, the pressure below the plunger increases
resulting suction valve closes and delivery valve opens. Thus, the fuel is
forced into the fuel injection pump by opening the delivery valve.

Cam
Roller tappet

Barrel Pressure chamber

plunger

Suction chamber

Outlet Inlet

Delivery valve (a) Suction valve (b)

Fig. 2.21 Fuel feed pump

In case, the fuel injection pump doesn’t require the fuel from fuel
feed pump, the fuel goes to pressure chamber and pushes the plunger
downwards by compressing the diesel under it. As there is no outlet of
diesel, compressed diesel enters into the pressure chamber as shown
in figure. Due to this, the plunger is in down position as shown in figure
even though cam is working. As the plunger does not move up and down,
no fuel is being pumped.

2.17.2. Double acting fuel feed pump

The double acting fuel feed pump set up has four valves. Two
suction valves (S1 & S2) and two delivery valves (D1 & D2). Due to the
action of the cam when the piston is pushed down wards, the fuel already
present in the pressure chamber is delivered through delivery valve D 1
and simultaneously the fuel enters into the other side of the chamber
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Fuel Feed System

through suction valves S2, in this position the suction valve S 1 and the
delivery valve D2 are in closed position. This constitutes one suction
stroke and one delivery stroke.

Eccentric
Cam
S1 - Suction valve 1
S2 - Suction valve 2
D1 - Delivery valve 1
D2 - Delivery valve 2
Roller tappet

Pressure Over
chamber flow port
D1
Pressure
S2  chamber
Suction chamber
S1
Outlet D2 Inlet

Fig. 5.3 Double acting fuel feed pump

Fig 2.22 Double acting fuel feed pump

Now due to the spring action the piston is pushed upward. During
this action the fuel which entered through S2 valve is delivered through D2
valve and simultaneously. Due to the suction created in the other part of
the chamber suction occurs through S1 valve. In this position the valve S1
& D1 are in closed position.
This constitutes the second suction and second delivery stroke.
In this way in one complete rotation of the cam shaft, two suction and
two delivery process takes place. This gives the name of the pump as
double acting fuel feed pump.

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 R.Soundararajan, AP/Mech, SKCET - AE
2.22 Common rail direct injection (CRDI)
In normal injection system, doping occurs and engine noise will
be more. Pressure maintained is not uniform and correct timing of injection
is not maintained. This results in decreased engine performance and
fuel efficiency and emission will be more. To avoid the above problems,
injection timing and pressure should be maintained constantly. This is
done by common rail direct injection (CRDI).
Common rail means injecting the fuel with constant pressure
through an accumulation tank. CRDI system is an electronic system
with more sensors which controls the pressure and injection timing.

Components of CRDI
The main components of CRDI system are
• High pressure fuel feed pump
• Common rail
• Pressure regulator
• Electronic injectors
• Electronic control module (ECM)
• Group of sensors

High pressure fuel feed pump

This is used to convert low pressure from the fuel tank to high
pressurized fuel to the common rail. The fuel is delivered to the common
rail tank at 1300-1600 bar. This pump is driven by engine timing gear
belt. The fuel is partially compressed in the fuel pump.

Common rail
Common rail is a small collecting tank in which fuel is collected
at a very high pressure. The pressure is maintained constantly at 1600
bar. This rail is used to avoid pressure oscillation caused due to opening
and closing of injector. Steel casting is commonly used material for
common rail, which is rigid to withstand high pressure.
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Fuel Feed System

Fig. 2.32 CRDI

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 R.Soundararajan, AP/Mech, SKCET - AE
Pressure regulator
This device is used to maintain constant pressure in the common
rail. If the pressure inside the rail is more, the pressure regulating valve
(spring loaded ball valve) is opened and the pressure is relieved. The
excess fuel is sent to pump through return line.
Electronic injector
This is used to inject the fuel into the combustion chamber. The
needle valve is opened by a solenoid coil. The ECM gives signal to the
solenoid coil which attracts and lifts the injector needle. Then the ECM
cuts the signal which de-energize the solenoid. Then the solenoid and
the needle valve is closed. The needle is opened and closed in 6
milliseconds at ideal condition and 2 milliseconds in high speed condition.
The leak of fuel is returned to the pump through the return line.

Electronic control module (ECM)

This is an electronic programmed chip used to control the running
of the engine. Programmable read only memory (PROM) is used to store
data. The ECM receives signal from sensors like fuel temperature fuel
pressure, vehicle speed etc., and compares with the data stored in it
and sends signals according to the input as output to the injector. Thus
it controls the injecting pressure in rail opening of valves etc.

Group of sensors
The sensors are used to sense the operation of different
components and sends signal to the ECM. It also receives signal from
the ECM and the controls the working unit. There are several sensors
used in CRDI system to control several units, they are
 Mass air flow sensor (MAF)
 Intake air temperature sensor (IAT)
 Acceleration position sensor (APS)
 Manifold absolute pressure sensor (MAP)
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Fuel Feed System
 Fuel temperature sensor (FTS)
 Fuel pressure sensor (FPS)
 Vehicle speed sensor (VSS)
 Crank and Cam shaft position sensor (CKP & CMP)
 Engine coolant temperature sensor (ECTS)
Working
When the engine is started, the ECM receives signals from all
the sensors. At the same time the low pressure fuel from the fuel tank is
pumped by the high pressure fuel feed pump and converted into partially
compressed high pressure fuel to the common rail. If the pressure exceeds
1600 bar, the pressure relief valve releases the pressure and the constant
pressure is maintained in the rail, now according to the load and speed
of the vehicle the fuel is injected while the ECM sends signal. The fuel
injection is stopped at correct timing resulting in good performance of
engine.
Advantages
1. More precise control of the fuel quantity
2. Better control of the start of injection
3. Idle speed control is better
4. Control of the exhaust gas recirculation
5. Temp & air density can be compensated
6. Cruise control can be accomplished.

Copyright Reserved by the Author ISBN 978-81-929638-0-8